. 


CIVIL   SKG. 


Engineering 
Library 


Material  Handling 
Cyclopedia 


A    REFERENCE    BOOK 

• 

Covering 

Definitions,  Descriptions,  Illustrations  and  Methods  of 

Use  of  Material  Handling  Machines 

Employed  In  Industry 


Compiled  and  Edited  by 

ROY  V.  WRIGHT,  Editor-in-Chief 

Managing  Editor,  Railway  Age,  and  Editor  of  the  Railway  Mechanical  Engineer,  Car 

Builders'   Dictionary   and  Cyclopedia,   and   Locomotive 

Dictionary  and  Cyclopedia 

JOHN  G.    LITTLE,   Managing  Editor 
Formerly  Eastern  Engineering  Editor  of  the  Railway  Age 

and 
ROBERT  C.  AUGUR,  Associate  Editor 


Contributing  Editors 

CHARLES  N.  WINTER  FLOYD  T.  SMITH 

W.  T.  SPIVEY  HENRY  J.  EDSALL 

PROF.  E.  F.  CHURCH  DR.  A.  A.  ADLER 

P.  R.  HOOPES 


PUBLISHED  BY 

SIMMONS-BOARDMAN   PUBLISHING   CO. 

WOOLWORTH   BUILDING,  NEW  YORK,  N.  Y. 

Transportation  Bldg.  Home  Lite  Bldg.  The  Arcade 

Chicago,  111.  Washington,  D.  C.  Cleveland,  Ohio 

34  Victoria  St.,  Westminster  444  Maison  Blanche  Annex  First  National  Bank  Bldg. 

S.  W.  I,  London,  England  New  Orleans,  La.  Cincinnati,  Ohio 


A) 


Engineering 
Library 


Preface 


This  volume  is  designed  to  present  in  a  comprehensive  way,  defi 
nitions,  descriptions,  illustrations,  applications  and  methods  of  opera 
tion  of  the  devices  and  equipment  used  in  industry  for  the  handling  of 
materials.  It  is  divided  into  three  principal  sections:  Definition  Sec 
tion,  Illustrated  Text  Section  and  Catalog  Section. 

The  Definition  Section  is  arranged  in  alphabetical  order  and  in  it 
are  defined  the  devices,  accessories  and  terms  used  in  material  han 
dling.  The  Illustrated  Text  Section  is  subdivided  into  eight  major 
divisions:  Hoisting  Machinery;  Package  Handling  Conveyors  and  Ele 
vators  ;  Loose  Material  Conveyors  and  Elevators ;  Conveying  Machin 
ery  Details;  Elevators;  Trackless"  Transportation;  Industrial  Rail 
Transportation  and  Handling  Systems.  The  Catalog  Section  contains 
detailed  information  on  specific  devices  and  is  designed  to  supplement 
the  information  shown  elsewhere  and,  as  well,  to  help  the  reader  select 
from  a  class,  the  device  best  suited  to  his  needs. 

The  compilation  of  the  volume  was  undertaken  by  the  editors  in 
response  to  the  expressed  need  of  such  a  work  by  engineers,  manufac 
turers  of  handling  equipment  and  others  interested  in  the  handling  of 
materials.  At  the  beginning  of  the  task  it  was  realized  that  the  field 
to  be  covered  was  so  broad  that  the  work  could  not  be  attempted  by 
any  single  person  or  small  group  of  individuals.  Consequently,  each  of 
the  major  sections  of  the  volume  has  been  prepared  by  a  specialist, 
particularly  fitted  by  experience  for  the  work  undertaken.  The  Cyclo 
pedia,  in  its  completed  form,  is  the  work  of  eleven  specialists  and  each 
contributor  is  to  be  considered  responsible  for  the  accuracy  of  the 
information  presented  in  his  section. 

To  insure  greater  accuracy  and  a  broader  treatment,  a  large  part 
of  the  information  presented  has  been  submitted  by  the  editors  to  other 
specialists  for  suggestions.  The  cooperation  thus  received,  as  well  as 
the  generous  cooperation  given  by  manufacturers  of  equipment,  in  fur 
nishing  detailed  information  and  illustrations  of  their  products, 
proved  extremely  valuable.  In  expressing  appreciation  of  this  coop 
eration  the  editors  regret,  because  of  the  great  number  of  individ 
uals  concerned,  their  inability  of  making  this  acknowledgment  specific. 

Acknowledgment  and  thanks  for  the  continued  inspiration  and 
constructive  assistance  given  by  Fred  R.  Davis  of  the  General  Electric 
Company  and  Zenas  W.  Carter,  formerly  secretary-manager  of  the 
Material  Handling  Machinery  Manufacturers' Association,  now  of  the 
Austin  Machinery  Corporation,  are  gratefully  rendered. 


COPYRIGHT 

SlMMONS-BoARDMAN    PUBLISHING   COMPANY 

1921 


To  the  Users  of  this  Book 


In  the  preparation  of  the  MATERIAL  HANDLING  CYCLO 
PEDIA  there  have  been  two  principal  objectives :  First,  to  present  the 
information  in  easily  understood  terms  and,  second,  to  so  arrange  the 
text  that  the  reader  might  be  able  to  iind  the  information  he  requires 
without  loss  of  time. 

To  accomplish  the  second  objective  it  was  thought  necessary  to 
subdivide  the  editorial  matter  into  two  principal  parts:  A  Definition 
Section  and  an  Illustrated  Text  Section.  Both  of  these  sections  have 
been  further  subdivided;  the  Definition  Section  into  two  parts — Gen 
eral  Definitions  and  Electrical  Definitions — thus  making  it  possible  to 
arrange  the  major  portion  of  the  definitions  in  alphabetical  order  and 
at  the  same  time  preserve  a  logical  continuity  in  the  treatment  of 
electrical  subjects. 

The  Illustrated  Text  is  subdivided  into  eight  principal  sections: 
Hoisting  Machinery;  Package  Handling  Conveyors  and  Elevators; 
Loose  Material  Conveyors  and  Elevators;  Conveying  Machinery  De 
tails;  Elevators;  Trackless  Transportation ;  Industrial  Rail  Transpor 
tation  and  Handling  Systems.  These  subdivisions  appear  in  the  order 
named  and  each  is  further  divided  into  sections  corresponding  with 
what  was  thought  by  the  editors  to  be  the  logical  classification  of  the 
great  number  of  devices  properly  grouped  under  each  major  sub 
division. 

In  addition  to  its  purpose  as  a  dictionary  of  material  handling 
terms  and  devices  the  Definition  Section  serves  also  as  an  index  to 
both  the  Illustrated  Text  Section  and  the  Catalog  Section.  Following 
the  definition  of  each  device,  term  or  subject  which  is  treated  in  the 
other  sections  of  the  book,  direct  references  are  given  to  the  Illustrated 
Text  Section  page,  Catalog  Section  page,  or  both,  where  the  further 
information  appears.  In  using  the  volume  the  reader  is  thus  referred 
from  the  definition  to  the  Illustrated  Text  Section  where  the  applica 
tion,  illustration  and  method  of  use  of  the  device  in  question  is  cov 
ered  in  detail  and,  as  well,  to  the  page  or  pages  in  the  Catalog  Section 
where  technical  descriptions  and  illustrations  of  the  device  are  pre 
sented  by  the  manufacturers. 

As  a  further  aid  in  making  the  information  readily  available  a  Gen 
eral  Index  covering  every  subject  treated  in  the  Illustrated  Text  Sec- 


tion  appears  on  the  pages  next  following  this  one.  The  general  head 
ings  of  this  index  correspond  with  the  principal  subdivisions  of  the 
Illustrated  Text  and  the  sub-headings  with  the  classification  of  devices 
mentioned  previously.  The  General  Index  thus  provides  a  convenient 
reference  to  particular  devices  in  any  group. 

To  furnish  further  guidance  to  readers  particularly  interested  in 
the  information  presented  in  the  Catalog  pages  three  indexes  appear 
on  the  pages  following  the  Catalog  Section.  These  are:  (1)  An  Alpha 
betical  Index  of  Catalogs,  (2)  a  Directory  of  Products  and  (3)  a 
Trade  Xame  Index. 

In  the  Alphabetical  Index  is  given  a  list  of  the  firms  represented 
in  the  Catalog  Section  and  the  numbers  of  the  catalog  page  on  which 
their  products  are  described. 

In  the  Directory  of  Products  is  given  a  list,  alphabetically  ar 
ranged,  of  the  products  of  the  firms  whose  catalogs  appear  in  the 
Catalog  Section. 

In  the  Trade  Xame  Index,  are  listed,  in  alphabetical  order,  the 
trade  names  of  the  various  products  shown  in  the  Catalog  Section. 
The  name  of  the  manufacturer  of  each  product  appears  after  each 
Trade  Name. 


General  Subject  Index 


General   Definitions 


Definition   Section 

Page 

9 


Electrical    Definitions 


p«sr. 

127 


Hoisting   Machinery 


Cranes 


Overhead  Traveling  Cranes:  Construction 155 

Code  of  Safety  Standards 158 

Hand  Power  Cranes 159,  773,  777,  778,  780 

Power  Operated  Overhead  Cranes:  Floor-Con 
trolled;  Cab-Controlled;  Outdoor;  Foundry; 
Mill;  Ladle;  Charging;  Stripping;  Wall 

161,  773,  781,  791,  793,  794,  795,  796,  797,  800 
Gantry  Cranes:    Traveling;  Stationary 

167,  794,  797,  798,  828 

Jib  Cranes:  Bracket;  Column;  Braced;  Steam- 
Hydraulic  171,  780 

Pillar  Cranes   175 

Pillar-Jib      Cranes:      Portable;      Counterweight; 

Work-Car;  Skeleton;  Stacking;  Walking 175 

Locomotive  Cranes:  Construction;  Steam;  Gaso 
line;  Electric;  Wrecking;  Pile-Driver 

179,  804,  805,  806 

Wharf  Cranes:  Portal;  Semi-Portal;  Racking- 
Cantilever;  Raised;  Barge;  Roof;  Rotary 

191,  797,  802 
Shipbuilding    Cranes:     Hammerhead;    Turntable; 

Folding-Jib;   Revolving-Tower    197 

Hoists 

Chain  Hoists 203,  774,  775,  776,  778,  800 

Pneumatic   Hoists    207 

Electric-Motor  Hoists.  .211,  776,  781,  782,  784,  788,  800 
Monorail  Hoists  and  Telphers 

213,  784,  786,  789,  792,  794,  800,  804 

Derricks 

Stationary  Derricks:    Guy;  Stiff-Leg;  Tower 

219,  802,  803 
Portable  and  Traveling  Derricks:    Floating;  Car; 

Traveling;  Pile-Driver;  Jinniwink;  Skid.. 221,  802 
Light  Capacity   Derricks:    Counterweight;  Pole; 

Gin-Pole;   Breast;   Tripod;   Sulky;  A-Frame; 

Mast  and  Gaff;  Shear-Leg 227 

Derrick   Details    229 

Cargo  Handling  Gear  231 


Excavating  Machines 


Power  Shovels:    Railroad  Steam  Shovel;  Revolv 
ing;  Skimmer;   Ditching  Machine 235,  806 

Drag  Line  Excavators 239,  801,  817,  833 

Trenching  Machines:    Bucket;  Wheel 239 

Back-Filler    241 

Dredges:    Dipper;  Placer;   Hydraulic 241,  801 


Cableways 

Suspension  Cableways:    Endless-Rope;  Rocking; 

Single -Rope;     Dragline     Scraper;     Power 

Scraper;  Cable  Drag-Scraper 

247,  815,  817,  821,  823,  824 
Cable    Tramways:     Two-Bucket;    Single-Bucket; 

Double  -  Cable;    Stacking;     Suspended  -  Rail; 

Cables;  Carriers;  Grips;  Stations 263,  821,  823 

Loaders  and  Unloaders 

Log  Loaders  and   Skidders 273 

Box  Car  Loaders:    Conveyor;  Projecting;  Tilting  273 
Box  Car  Unloaders:    Scraper;  Suction;  Tilting.  .   277 
Car  Dumpers:    Cane-Car  Dumpers;  Tandem  Car- 
Dumpers 279,   825,  828 

Hulett  Unloader   283 

Towers:    Boston;  One-Man 283,  828,  831 

Mast  and   Gaff 286 

Self-Loading   Vessels    286 


Trolleys  and  Carriers 

Crane  Trolleys:  Trucks;  Drums;  Motors;  Brakes 

287,  756 

Overhead  Trackage 
Track;  Switches;  Turntables. .  .291,  773,  778,  782,  790 

Winches 
Hand  and  Power 295,  787,  790,  803,  829 


GENERAL  SUBJECT   INDEX 


Hoisting    Machinery — Continued 


Page 

Accessories 

Grab  Buckets:  Clam-Shell;  Motor;  Orange-Peel; 
Dwarf  Orange-Peel;  Scraper 

301,  808,  809,  810,  812,  813,  814,  816,  829 

Drag  Line  Buckets 309 

Self-Dumping  Buckets:  Turn-over;  Bottom- 
Dump;  Controllable  Discharge;  Bulk-Dis 
charge  309 


Page 

Plain  Buckets;  Baskets;  Nets 313 

Skips;  Cinch-Boards   313 

Grapples;  Hooks;  Tongs;  Slings 313 

Counterweight   Drums    315 

Lifting   Magnets    315,  807 

Blocks    318 

Wire  Rope    320 


Package  Handling   Conveyors 


Arm  Elevators  331,  761,  765,  766 

Suspended  Tray  Elevators 336,  761,  765,  766 

Push-Bar  Elevators  and  Conveyors 345 

Apron  Elevators  and  Conveyors 

352,  761,  765,  766,  768,  770,  799,  826 

Belt  Conveyors  and  Elevators 369,  759,  761,  766 

Gravity   Roller   Conveyors 378,  759,  761,  765,  767 


Gravity  Roller  Spirals 387,  759,  761,  765 

Spiral   Chutes    390,  759,  761,  765,  767 

Special  Elevators  and  Conveyors:  Haulage; 
Overhead  Track;  Special  Chain;  Assembly; 
Sling;  Live-Roll;  Wire-Line;  Pneumatic 
Tube;  Carrousel  399,  762,  763,  772 


Loose  Material  Conveyors 


Bucket   Elevators:     Centrifugal    Discharge;    Per 
fect  Discharge;  Continuous  Bucket 409,  826 

Elevators-Conveyors:       Gravity     Discharge     V- 
Bucket;  Pivoted  Bucket  Carriers 

413,  828,  830,  836 


Conveyors:  Belt;  Apron  and  Pan;  Screw  or 
Spiral;  Flight  and  Drag;  Reciprocating 
Trough  and  Flight 418,  770,  773,  826,  834 

Current  Conveyors:  Steam  Jet;  Pneumatic 430 

Loaders  Portable:  Bucket;  Belt 

432,  769,  770,  773,  837,  838,  840 


Conveying    Machinery    Details 


Aprons ;  Arms   443 

Bearing  Boxes;  Belts;  Boots;  Brushes;  Buckets.  445 
Cable    Conveyors;    Carriers;    Chains;    Chain   At 
tachments    448 

Drives    452 

Flights    453 


Gravity   Roller    Conveyors 454 

Idlers    456 

Pulleys ;  Push  Bars 457 

Releases    •  • •  • . . .   457 

Screw     Conveyors;     Spiral     Chutes;     Sprockets; 

Stops    458 

Take-Ups;  Tighteners;  Trays;  Troughs 462 


Elevators 


Development  of  the  Elevator 467 

Factors  of  the  Elevator  Problem 468 

Electric    Elevators:    Motors;    Winding    Engine; 

Control     477,  751,  754,  757 

Hydraulic   Elevators    489 

Steam-Hydraulic   Elevators    491 


Pneumatic  Elevators  491 

Hand  Power  Elevators    491 

Portable  Elevators   : 492,  770 

Elevator    Details     493 

Elevator  Installations  494 

Code  of  Safety   Standards 495 


GENERAL  SUBJECT   INDEX 
Trackless   Transportation 


Page 

Industrial  Trucks,  Tractors  and  Trailers 

Hand  Trucks:  Box;  Baggage;  Single-Handle; 
Barrow;  Push  Cart;  Large  Wheel  Cart; 
Stevedore;  Platform;  Lift  519 

Storage    Battery    Trucks;    Platform;    Low-Plat 
form;  Elevating-Platform;  Tiering;  Baggage; 
Crane;  Dump  Body 
524,  726,  728,  730,  732,  733,  739,  741,  743,  744,  745 

Gasoline     Engine     Trucks:      Cargo;     Platform; 

Dump  Body   527 

Storage  Battery  Tractors:  Three- Wheel;  Four- 
Wheel;  Center  Control 

530,  728,  733,  734,  739,  741,  743,  744,  745 

Gasoline   Engine  Tractors:    Three- Wheel;  Four- 

Wheel;   Track-laying    531,  704 

Trailers:  Four-Wheel  Steer;  Caster;  Fifth- 
Wheel;  Balanced;  Baggage;  Low  Platform; 
Dump  Body;  Box 535,  729,  735,  739,  744 


Page 

Platforms,     Containers     and     Accessories;     Skid 

Platforms;  Live  Platforms;  Shop  Boxes. 537,  746 

Typical  Methods  of  Moving  Material 540 

Factors  Determining  the  Choice  of  Tractors 544 


Motor  Trucks,  Tractors  and  Trailers 

General  Specifications:    Frames;  Wheels;  Axles; 
Drive;       Transmission;       Steering       Gears; 

Clutches ;  Engines    549 

Principles  of  Motor  Selection 562 

Factors  of  Motor  Truck  Performance 563 

Motor  Truck  Applications 568 

Demountable  Bodies   574 

Truck-Tractors    574 

Trailers:    Four-Wheel;   Two- Wheel;   Semi-Trail 
ers;  Pole   .577 


Industrial  Rail 
Classes  of  Railways 

Inter-plant;  Heavy  Mill;  Mine;  Logging;  Planta 
tion;  Long  Sidings;  Construction;  Portable; 
Cable;  Automatic;  Inclined;  Rack;  Skip 
Hoists  583,  826,  827,  830,  831,  832 

Industrial  Cars 

Platform;  V-Body  Dump;  Scoop-Body;  Charg 
ing;  Square-Body  Rotary  Dump;  Box-Body 
Dump;  Hopper  Bottom;  Cable  Bottom;  In 
clined  Bottom;  Creosoting;  Charcoal;  Ace 
tone;  Logging  and  Lumber;  Cane  and 
Plantation;  Dryer:  Car  Transfers;  Ore  Mine; 


Transportation 

Coal  Mine;  Mill;  Ladle;  Foundry;  Self-Pro- 
pelled;  Larries;  Skip.. 587,  721,  722,  725,  831,  833 

Industrial  Locomotives 
Steam  Locomotives;  Geared;  Fireless. .  .623,  720,  721 

Compressed  Air  Locomotives 627,  720 

Combustion     Engine      Locomotives:      Gasoline; 

Kerosene    627,  724 

Electric   Locomotives:    Trolley   and  Third   Rail; 

Storage    Battery    627,  715,  718,  731 

Rack  Locomotives  627 

Track 
Detail  Devices   .  ..629,  721,  722,  725,  831 


Handling 
Handling  and  Storing  Coal 

Preparation   Plants  for  Coal 635 

Large  Central  Coal  Storage  Plants 643 

Coal    and   Ash    Handling    Equipment    for    Boiler 

Houses     653 

Equipment  for  Large  Central  Power  Stations  655 
Small    and    Moderate    Sized    Boiler     House 

Equipment    657 

Reserve  Coal  Storage 661 

Bins  and   Bunkers 667 

Weighing  Coal    668 


Systems 

Coal   Yard   Equipment 669 

Locomotive   Coaling   Stations 673 

Equipment  for  Coaling  Steamships  and  Loading 

Coal  to  Vessels  675 

Sand  and  Gravel  Washing  Plants 
Sand  and  Gravel  Washing  Plants 679 

Stone  and  Lime  Handling 
Stone  and  Lime  Handling 683 


Catalog  Section 

Catalog  Secticn .701 


DEFINITION  SECTION 


A    Dictionary    Covering   the    Devices,    Accessories,    and 
Terms  Used  in  Material  Handling 


By 

E.  F.  CHURCH,  JR. 

Head  of   Mechanical   Engineering  Department   Polytechnic   Institute,    Brooklyn,    N.    Y. 

Associate    Member,    American    Society    Naval    Engineers;    Associate,    Society    of 

Automotive   Engineers;   Member,  American   Society   Mechanical   Engineers 


Assisted  on  Electrical  Definitions 
By 

P.  A.  CUSHMAN 

Assistant  Professor  Mechanical  Engineering,  Polytechnic  Institute,  Brooklyn,  N.  Y- 


Definition  Section 


Accumulator,  Hydraulic.  A  storage  tank  tor  water 
under  heavy  pressure,  used  in  hydraulic  power  opera 
tions.  It  consists  of  a  heavily  weighted  plunger  in  a 
cylinder,  or  a  heavily  weighted  cylinder  moving  up  and 
down  on  the  plunger,  the  varying  space  in  the  cylinder 
constituting  the  storage  reservoir. 

Aerial  Cableway.  An  aerial  conveying  installation  con 
sisting  of  a  single  or  double  track  cable  stretched  be 
tween  two  towers,  a  carriage  traveling  on  the  track 
cable,  ropes  for  hoisting  the  load  and  controlling  the 
position  of  the  carriage  on  the  cable  and  operating  ma 
chinery,  generally  located  in  one  of  the  towers.  Tf  used 
for  conveying  only,  it  is  called  a  transporting  or  con 
veying  cableway,  and  is  equivalent  to  a  cable  tramway 
of  a  single  span.  If  used  for  hoisting  and  conveying, 
it  is  often  called  a  hoisting  transporting  cableway,  and 
is  commonly  used  for  construction  work  on  dams  and 
bridges,  or  for  the  handling  of  bulk  material  in  storage 
plants. 

The  towers  may  be  fixed,  rocking  or  traveling;  one 
may  move  on  a  circular  track  about  the  other,  called  a 
radial  cableway;  they  may  be  at  the  same  or  different 
elevations.  Under  certain  conditions  the.  cableway  may 
be  made  self-operative,  but  power  is  always  required  if 
hoisting  is  to  be  done. 

Also  called  a  suspension  cableway.  Cableways  are 
distinguished  from  cable  tramways  by  the  fact  that  no 
hoisting  is  done  by  the  latter,  and  that  they  consist 
of  many  spans  over  long  distances,  and  are  usually  per 
manent  installations. 

Page  247,  815,  817,  821,  823. 

Aerial  Cableway,  Dredging.  An  aerial  cableway 
equipped  for  handling  a  grab  bucket  suitable  for  ex 
cavating  submerged  material.  The  towers  usually 
travel  parallel  to  the  water,  and  a  three-drum  wjnch 
is  required. 
Page  817. 

Aerial  Cableway,  Grab  Bucket  Handling.  An  aerial 
cableway  arranged  for  the  operation  of  a  self-tilling 
grab  bucket.  The  bucket  is  lowered,  open,  into  the 
material  to  be  excavated  or  moved;  winding  of  the 
hoisting  rope  causes  it  to  close,  filling  its  bowl  as  it  does 
so.  Continued  hoisting  raises  it  to  or  near  the  track 
cable ;  the  carriage  is  then  moved  with  the  bucket  until 
the  discharge  point  is  reached,  when  the  bucket  may 
be  opened  in  mid  air,  or  may  be  lowered  until  in  contact 
with  the  pile  before  dumping. 

Page  815. 

Aerial  Cableway,  Gravity  Transporting.  An  aerial 
transporting  cableway  in  which  the  track  cable  has  suf 
ficient  slope  to  cause  the  carriage  to  move  down  by 
gravity. 

Page  821,  8123. 

Aerial  Cableway,  Hoisting-transporting.  An  aerial 
cableway  which  hoists,  conveys  and  lowers  material, 
moving  it  from  one  point  to  another  beneath  its  elevated 
track  cable.  The  points  at  which  hoisting  or  lowering 
take  place  may  be  dependent  on  the  position  of  adjustable 


stops  which  are  moved  in  accordance  with  the  needs  of. 
the  work. 

A  hoisting  rope  operated  by  a  winch  drum  in  one  of 
the  towers  is  led  around  a  tower  sheave  to  the  carriage 
which  moves  along  the  track  cable  under  the  control 
of  a  traction  rope.  In  the  carriage,  an  arrangement  of 
the  hoisting  rope  around  sheaves  provides  an  increase 
of  lifting  power  for  handling  the  load  hanging  from 
the  load  hook  of  the  fall  block  beneath. 

Page  815,  817,  821,  823. 

Aerial  Cableway,  Horizontal.  The  term  applied  to  a 
cableway  which  has  its  ends  at  the  same  height,  or  which 
has  so  little  difference  in  elevation  between  them  that 
the  carriage  will  not  move  by  gravity.  A  power  driven 
endless  traction  rope  is  generally  used  in  such  cases, 
though  a  tail  rope  may  be  led  around  guide  sheaves  to 
a  counterweight  in  such  a  way  as  to  assist  the  force  of 
gravity  on  low  grades. 

Page  249,  815,  817,  821,  823. 

Aerial  Cableway,  Inclined.  A  general  term  applied  to 
an  aerial  cableway  in  which  the  two  ends  of  the  track 
cable  have  a  sufficient  difference  in  elevation  to  produce 
a  slope  of  20  per  cent  or  more,  down  which  loaded  or 
unloaded  carriages  will  move  by  gravity.  Also  called  a 
gravity  transporting  cableway. 

Page  815,  817,  821,  823. 

Aerial  Cableway,  Radial.  An  aerial  cableway  having 
one  traveling  tower  which  may  move  on  the  arc  of  a 
circle  at  the  center  of  which  the  other  tower  is  located. 
A  large  storage  area  may  thus  be  covered.  The  mov 
ing  tower  has  a  broad  base  and  is  loaded  to  prevent  up 
setting.  The  fixed  tower  may  be  pivoted,  or  may  have 
merely  a  pivoted  cap.  It  must  be  guyed  in  several  di 
rections  to  resist  the  corresponding  pulls  of  the  movable 
track  cable,  unless  it  is  made  self-supporting.  Power  is 
generally  supplied  to  the  cableway  at  the  pivot  tower, 
and  the  traveling  tower  may  be  moved  along  its  track 
by  power  supplied  from  a  winch  drum  at  the  pivot' 
tower. 

Page  815. 

Aerial  Cableway,  Rocking.  A  cableway  which  is  sup 
ported  on  two  towers  that  can  be  rocked  transversely  in 
unison,  thus  moving  the  conveying  cable  from  side  to 
side  and  enabling  material  to  be  stored  over  a  con 
siderable  area,  or,  when  the  carriage  is  equipped  with 
a  grab  bucket,  allowing  it  to  be  recovered  directly  from 
this  area  and  delivered  to  any  point  within  it.  The 
towers  have  rocker  bases  and  are  controlled  in  position 
by  rocking  winches ;  main  anchorages  located  on  the 
axis  of  rotation  remain  taut  whatever  the  position  of 
the  towers. 

Page  249,  824. 

Aerial  Cableway,  Transporting.  An  aerial  cableway 
which  merely  transports  or  conveys  material,  as  opposed 
to  one  which  hoists,  conveys  and  lowers.  The  loads 
are  placed  in  a  bucket  6r  on  a  platform  or  skip,  and  are 
usually  removed  by  dumping.  In  this  respect  a  transport- 


AER 


MATERIAL    HANDLING    CYCLOPEDIA 


AIR 


. .  ing  cableway  is  merely  a  cable  tramway  of  a  single 
sp.in. 

Page  24X  81 5,' 817,  821,  823. 

Aerial  Cableway,  Traveling.  An  aerial  cableway  hav 
ing  its  two  supporting  towers  mounted  on  wheeled  bases 
which  can  move  along  parallel  tracks.  This  enables  the 
cableway  to  serve  the  whole  of  a  rectangular  area,  rather 
than  to  limit  it  to  a  narrow  area  immediately  beneath 
the  track  cable. 

Aerial  Wire  Rope  Tramway.  A  system  of  aerial  con 
veying  by  which  material  is  carried  in  buckets  on  a  cable 
supported  on  a  series  of  elevated  towers,  and  passing 
for  distances  amounting  sometimes  to  many  miles  over 
land,  rivers,  valleys  and  mountains.  The  loading  and 
discharge  stations  'are  usually  at  opposite  ends  of  the 
line,  though  discharge  may  be  easily  arranged  at  inter 
mediate  points,  and  some  installations  carry  material 
in  both  directions.  Two  systems  are  in  use;  the  single 
cable,  in  which  the  buckets  are  fixed  to  the  cable  and 
travel  with  it,  and  the  double  cable,  in  which  one  sta 
tionary  rope  supports  the  buckets  and  the  other  propels 
them.  Either  type  may  have  any  number  of  buckets ; 
two  special  cases  of  the  double  cable  system  are  called 
double  bucket  and  single  bucket  installations ;  both  are 
termed  reversible. 

Page  263,  815,  817,  821,  823. 

Aerial  Wire  Rope  Tramway  Carrier.  A  truck  com 
posed  of  two  steel  sheave  wheels  mounted  between  steel 
side  plates,  and  having  a  pendant  frame  attached  to  it, 
between  the  lower  extremities  of  which  is  pivoted  a 
turnover  bucket.  For  extremely  heavy  loads  two  two- 
wheel  trucks  support  an  equalizing  bar  from  which  the 
bucket  is  suspended,  thus  dividing  the  load  among  four 
wheels. 

Beside  the  dumping  bucket  for  carrying  bulk  material 
other  forms  of  carriers  are  also  in  use,  for  conveying 
bales,  barrels,  logs,  cordwood,  etc.,  each  built  especially 
for  the  material  handled. 

At  the  stations  the  carriers  run  from  the  cable  on  to 
fixed  overhead  track  sometimes  called  shunt  rails,  and 
stay  on  these  until  sent  out  on  the  line  again.  Switches 
may  be  arranged,  on  which  reserve  buckets  are  held, 
and  overhead  rails  also  may  be  used  for  running  buckets 
short  distances  away  from  the  cable  terminal,  for  col 
lecting  material,  discharging  to  distributed  locations,  etc. 

Page  267,  821,  823. 

Aerial  Wire  Rope  Tramway,  Double  Bucket.  A  reversi 
ble  aerial  double  rope  tramway  consisting  of  two  parallel 
track  cables  on  which  a  pair  of  carriers  and  buckets  are 
operated,  by  means  of  a  reversible  endless  traction  rope. 
The  two  buckets  are  attached  at  opposite  sides  of  the 
traction  rope  loop  so  that  they  occupy  the  loading  and 
the  discharge  stations  at  the  ends  of  the  line  simulta 
neously,  and  always  move  in  opposite  directions.  If  the 
loaded  buckets  travel  down  a  sufficient  grade,  the  system 
is  self-operative  and  requires  no  power ;  it  is  then  often 
called  a  jig-back  tramway. 

Also  called  a  twin  line  tramway. 

Page  269,  821,  823. 

Aerial  Wire  Rope  Tramway,  Single  Bucket.  A  reversi 
ble  aerial  double  rope  tramway  consisting  of  one  track 
rope  on  which  a  carrier  and  bucket  are  pulled  back  and 
forth  by  a  reversible  endless  traction  rope,  or,  lowered 
down  a  grade  by  gravity  and  pulled  back  up  to  the  load 
ing  station  by  power.  It  may  be  operated  by  one  man 
at  the  loading  station,  the  discharge  being  automatic. 

Page  271,  821,  823. 


Aerial  Wire  Rope  Tramway  Stations.  The  terminal 
structures  and  any  intermediate  supports,  other  than  the 
ordinary  towers  supporting  the  line,  of  an  aerial  wire 
rope  tramway.  These  include  two  terminal  stations 
known  as  loading  and  discharge  stations,  also  rail 
stations,  tension  stations  and  angle  stations. 
Page  269. 

Air,  Compressed.  Compressed  air  may  be  considered 
as  a  system  of  power  transmission,  analogous  to  the 
generator,  distributing  system  and  motors  of  an  electri 
cal  power  transmission  system,  the  air  compressor  cor 
responding  to  the  generator,  the  piping  to  the  wiring, 
and  the  air  motors,  hoists,  etc.,  to  the  electric  motor. 
Its  efficiency  falls  so  much  below  the  electric  system 
that  it  is  seldom  used-  solely  for  the  transmission  of  me 
chanical  power  to  a  distant  point,  but  is  of  great  value 
in  cases  where  air  is  required  for  the  special  purposes 
to  which  it  is  peculiarly  suited,  as  in  pneumatic  tube  con 
veying  systems ;  conveying  of  fine  materials  like  grain, 
sawdust  and  other  manufacturing  refuse;  cleaning  cast 
ings;  pneumatic  riveting;  chipping  and  drilling;  spray 
ing,  etc.  It  is  also  much  used  for  handling  liquids  which 
cannot  be  moved  by  piston  or  centrifugal  pumps  be 
cause  of  their  corrosive  or  clogging  action,  by  exerting 
an  air  pressure  on  the  liquid  in  a  closed  tank  by  pump 
ing  in  compressed  air,  or  by  using  an  air  lift  pump. 
Where  installed  primarily  for  these  special  purposes,  it 
may  be  utilized  effectively  for  power  development  in  ad 
dition,  especially  for  hoists  and  even  for  elevators.  Com 
pressed  air  machinery  is  simple,  cheap  and  usually  easily 
operated ;  occasionally,  as  in  mines,  the  exhaust  is  of  use 
for  ventilation,  though  the  amount  is  really  too  small 
to  be  of  importance.  The  total  absence  of  any  heat  or 
possibility  of  sparks  renders  it  preferable  to  steam  and 
electricity  in  locations  where  combustible  gases  or  ex 
plosives  are  present. 

The  power  required  to  compress  air  is  reduced  if  the 
air  is  kept  from  rising  in  temperature  during  compres 
sion.  Water  jacketing  accomplishes  this  to  a  certain  ex- 
ti-nt.  but  a  more  effective  method  is  to  use  multi-stage 
compression,  with  thorough  intercooling  between  the 
stages. 

When  compressed  air  is  used  to  drive  engines,  tools, 
etc.,  the  temperature  is  lowered  considerably  during  the 
expansion  in  the  working  cylinder,  and  may  go  below 
32  deg. ;  any  water  present  will  then  freeze  and  gradually 
clog  the  passages.  Water  must  therefore  be  thoroughly 
eliminated,  or  the  air  must  be  heated  sufficiently  before 
using  it  to  insure  its  remaining  above  the  freezing  point. 
Such  heating  will  also  increase  the  efficiency  of  the 
system. 

Low  air  pressures  are  usually  expressed  in  inches  of 
water,  as  would  be  measured  by  an  U-tube  with  one  leg 
connected  to  the  discharge  side  of  the  compressor.  High 
er  pressures,  up  to  one  pound,  are  expressed  in  ounces 
per  sq.  in.,  and  still  higher  pressures  in  Ib.  per  sq.  in. 

Air  Compressor.  Any  machine  or  device  which  will 
continuously  take  in  air  at  a  low  pressure  and  deliver 
it  at  a  higher  pressure.  Compressors  are  classed  as  pis 
ton,  centrifugal,  rotary  and  hydraulic,  according  to  the 
kind  of  power  used;  those  in  the  first  three  classes  may 
be  designated  as  steam  engine,  internal  combustion  engine, 
(gas,  gasoline  or  oil),  electric  motor  or  belt  driven.  Low 
pressure  centrifugal  compressors  are  commonly  called 
fans  or  blowers;  low  pressure  piston  compressors  (in 
large  sizes,  as  used  for  blast  furnaces)  are  termed  blowing 
engines  or  blowers. 


10 


AIR 


DEFINITION    SECTION 


AIR 


Cooling  is  an  essential  part  of  the  mechanical  com 
pressing  of  air,  as  a  large  part  of  the  power  supplied  ap 
pears  as  heat.  For  low  pressures  and  small  sizes, 
radiation  is  relied  on  to  carry  away  enough  heat  to 
maintain  a  satisfactory  working  temperature.  For  high 
pressures  in  all  medium  and  large  sized  compressors, 
water  jacketing  of  metal  parts  exposed  to  the  heat  is  ar 
ranged,  and  the  compression  is  broken  up  into  two  or 
more  stages  with  intercoolers  between  them,  this  be 
ing  an  especially  effective  method  of  cooling. 
Air  Compressor  Aftercooler.  In  compressed  air  plants, 
the  water  cooled  receiver  through  which  the  hot  com 
pressed  air  from  the  compressor  passes  before  going  into 
the  distribution  pipes.  Aftercooling  decreases  the  vol 
ume  of  the  air  so  that  smaller  pipes  can  be  used,  pre 
cipitates  much  of  the  moisture  which  causes  serious 
trouble  in  machines  operated  by  compressed  air,  and  also 
carries  down  much  of  the  oil  vapor  with  this  water  pre 
cipitation. 

For  the  construction  of  Aftercoolers,  see  Intercooler. 

Air  Compressor,  Centrifugal.  A  machine  for  compress 
ing  air  by  giving  it  a  whirling  motion  through  a  rotating 
fan  or  impeller,  and  utilizing  the  centrifugal  force  thus 
created  to  make  the  air  flow  against  a  pressure.  The 
impeller  is  mounted  on  a  shaft  and  rotates  within  a 
casing;  the  air  is  admitted  at  or  near  the  shaft,  flows 
among  blades  or  vanes  on  the  impeller,  and  outward 
from  their  tips  into  the  casing;  fixed  discharge  vanes  are 
often  mounted  in  the  casing  around  the  impeller  to  aid 
in  changing  the  kinetic  energy  of  the  air  into  pressure 
without  its  dissipation  into  heat  through  eddying. 

Centrifugal  compressors  for  pressures  below  one  pound 
are  usually  known  as  blowers  or  fans.  For  pressures 
above  five  pounds,  two  or  more  impellers  in  scries  may 
be  used,  the  discharge  of  the  first  stage  leading  to  the 
intake  of  the  second,  etc. ;  these  are  known  as  multi-stage 
centrifugal  compressors. 

Centrifugal  compressors  require  little  space,  may  be 
coupled  direct  to  high-speed  driving  units  like  steam 
turbines  or  motors,  cause  little  or  no  vibration,  have  no 
reciprocating  parts,  valves  or  springs,  and  require  a 
minimum  of  oiling  and  other  care.  They  will  not, 
however,  deliver  a  constant  quantity  of  air  when  run 
ning  at  constant  speed  under  a  varying  resistance,  and 
they  also  cause  unpleasant  throbbing  or  pulsations. 

Centrifugal  air  compressors  are  most  used  where 
medium  pressures  are  required,  as  for  blast  and  other 
furnace  blowing,  pneumatic  tube  transportation,  convey 
ing  of  grain,  coal,  etc.  They  also  find  efficient  application 
as  first  stage  compressors  where  the  second  stage  of 
compression  is  performed  by  a  piston  type  compressor, 
enabling  a  large  reduction  to  be  made  in  the  size  of  the 
latter. 

They  are  cooled  by  radiation  from  the  casing,  by  water 
circulating  through  diaphragms  between  the  stages  of  a 
multi-stage  machine,  or  by  intercoolers  between  groups 
of  stages. 

Air  Compressor,  Hydraulic.  A  compressor  which  util 
izes  a  head  of  flowing  water  for  compressing  air.  Two 
vertical  shafts  are  connected  by  a  tunnel  at  their  bottoms. 
Water  flowing  down  one  of  these  is  allowed  to  suck  air 
and  carry  it  down  to  the  horizontal  tunnel ;  there  it  sep 
arates  from  the  water,  which  passes  on  and  up  the  other 
shaft.  The  air  is  led  from  the  separation  chamber  to  the 
surface  by  pipes.  Sufficient  head  of  water  must  be  avail 
able  to  produce  the  desired  quantity  of  flow,  and  to  make 
up  for  the  difference  in  density  of  the  air  laden  descend 


ing  stream   and   the   ascending   stream   which   has   been 
freed  of  air. 

Air  Compressor  Intercooler.  In  multi-stage  air  com 
pressor  plants,  the  water-cooled  receiver  through  which 
the  hot  compressed  air  from  one  stage  of  the  compressor 
is  passed  before  going  into  the  next  stage  for  further 
compression.  There  are  two  reasons  for  using  an  inter- 
cooler;  first,  to  keep  the  temperature  low  enough  so  that 
the  cylinders  can  be  properly  lubricated,  and  second,  to 
decrease  the  power  required  for  compression. 

Intercoolers  are  usually  made  with  a  shell  of  cylindrical 
or  rectangular  section,  containing  a  bank  of  tubes  whose 
ends  fit  tightly  into  two  tube  sheets.  Chambers  outside 
these  tube  sheets  form  a  space  for  the  entrance  and  exit 
of  the  cooling  water,  which  makes  from  two  to  four 
passes  through  the  tubes.  The  air  to  be  cooled  fills  the 
space  between  the  tube  sheets  among  the  tubes,  and  is 
made  to  pass  back  and  forth  across  the  tubes  several 
times  by  suitably  arranged  baffle  plates. 

The  usual  construction  is  to  bolt  the  two  tube  sheets 
to  flanges  on  the  ends  of  the  shell ;  the  greater  expansion 
of  the  tubes  than  the  shell,  due  to  their  higher  tempera 
ture  and  higher  coefficient  of  expansion,  may  make  them 
leak.  The  back  tube  sheet  may  have  a  water  chamber 
bolted  to  it,  and  be  loose  within  the  shell,  thus  allowing 
free  expansion  of  the  tube  bank  independently  of  the 
shell.  This  is  called  a  floating  head. 

Tubes  are  made  of  -brass  of  various  grades  or  of 
aluminum;  the  latter  possess  greater  heat  conductivity. 
Air  Compressor,  Piston  Type.  A  machine  consisting  of 
a  cylinder  with  a  piston  moving  back  and  forth  in  it, 
drawing  air  into  one  end  of  the  cylinder  during  motion 
in  one  direction,  and  compressing  it  during  the  return 
movement.  Compressors  are  usually  single-acting  in 
small  sizes,  and  double-acting  in  the  large  sizes.  They 
are  driven  by  steam  engines,  by  gas,  gasoline  or  oil 
engines,  by  electric  motors,  or  by  belts  from  line  shaft 
ing.  Many  different  varieties  have  been  developed  be 
cause  of  the  varied  requirements  as  to  discharge  pres 
sure,  capacity,  economy  of  power,  cost,  speed  of  driving 
unit,  weight  and  floor  space. 

Pressures  up  to  SO  Ib.  per  sq.  in.  are  generally  obtained 
in  a  single-stage ;  pressures  above  100  Ib.  are  obtained 
much  more  economically  by  two-stage  compression  with 
an  intercooler  between  the  two  stages.  For  pressures 
above  200  Ib..  three  stages  with  two  intercoolers  should 
be  used. 

Various  arrangements  of  cylinders  are  in  use;  one  with 
cylinders  in  line,  or  tandem,  and  another  with  cylinders 
side  by  side,  or  duplex,  these  being  the  two  most  com 
mon,  and  serving  as  a  basis  for  the  more  complicated 
arrangements  involving  double  or  compound  steam  cylin 
ders,  double  or  two-stage  air  cylinders,  and  combinations 
of  tandem  and  duplex  arrangements. 

Suitable  regulation  of  air  compressors  is  a  very  im 
portant  matter.  There  is  always  some  storage  capacity 
in  the  shape  of  receivers  on  the  discharge  line,  but  if  the 
demand  for  air  falls  off,  the  pressure  will  rise  and  air 
will  be  wasted  by  safety  valves,  unless  the  compressors 
cease  to  furnish  air.  Two  methods  of  control  are  used; 
the  first  being  to  continually  vary  the  speed  of  the  com 
pressor,  keeping  the  discharge  pressure  as  nearly  constant 
as  possible,  and  the  second,  to  stop  air  compression  en 
tirely  when  the  maximum  pressure  is  reached,  and  wait 
until  it  has  fallen  a  definite  amount  before  delivering 
again.  It  is  generally  undesirable  to  stop  the  compressor 
completely,  except  in  special  cases  where  the  demand 
is  very  intermittent,  so  it  is  slowed  to  the  lowest  prac- 


11 


AIR 


MATERIAL    HANDLING    CYCLOPEDIA 


ASH 


ticable  running  speed  at  the  same  time  that  the  device 
which  controls  the  delivery  of  air,  called  the  unloader, 
stops  any  compression  of  air. 

An  important  detail  of  an  air  compressor  is  the  air 
valve.  In  modern  practice  these  are  made  of  thitrflexible 
steel  plates,  rings  or  strips,  covering  narrow  ports.  They 
are  very  strong  and  light,  require  little  excess  of  pres 
sure  to  lift  them,  and  seat  without  slamming. 

Air  Compressor,  Rotary.  A  machine  in  which  air  is 
compressed  by  one  or  more  rotating  impellers  working 
in  a  casing,  as  distinguished  from  piston  compiessors. 
(See  Air  Compressor;  Blower,  Rotary.) 

Air  Compressor  Unloader.  The  mechanism  by  which 
the  delivery  of  air  by  a  compressor  is  controlled.  Several 
devices  are  in  use,  such  as,  first,  closing  of  the  intake  pipe, 
so  that  no  air  is  admitted  to  the  cylinder;  second,  hold 
ing  open  admission  valves  so  that  air  flows  back  and 
forth  between  the  cylinder  and  intake;  third,  opening  a 
by-pass  between  the  discharge  pipe  and  intake  pipe,  and 
"circulating"  the  air ;  and  fourth,  temporarily  increasing 
the  clearance  volume.  It  is  often  combined  with  the  gov 
ernor  controlling  the  speed  of  the  driving  engine. 

In  two-stage  compressors,  it  is  not  enough  to  unload 
the  low  pre'ssure  cylinder,  as  the  high  pressure  cylinder 
will  speedily  exhaust  the  air  from  the  intercooler,  and 
will  then  draw  in  air  through  stuffing  box  leaks  and  com 
press  it  with  such  a  large  compression  ratio  that  the 
resulting  high  temperature  may  cause  overheating  or 
interfere  with  lubrication.  This  ai_-  may  be  discharged  to 
the  atmosphere  by  a  special  mechanism  of  the  unloader, 
thus  preventing  the  high  compression,  and  allowing  the 
oiston  to  reciprocate  in  a  partial  vacuum. 

Air  Cylinder  Hoist.     See  Hoist,  Air  Cylinder. 

Air  Hoist.     See  Hoist,  Air;  Hoist,  Air  Cylinder. 

Air  Lift  Pump.  A  system  of  lifting  liquids  by  the 
direct  use  of  compressed  air.  As  applied  to  water  wells, 
a  drop  pipe  is  placed  in  the  well  with  its  lower  end  below 
the  level  of  the  water.  An  air  line  delivers  air  to  the 
bottom  of  the  drop  pipe,  and,  mixing  air  with  the  water 
in  the  latter,  makes  it  so  much  ligh'ter  than  the  solid 
water  in  the  space  surrounding  the  drop  pipe  that  the 
water  rises  in  the  drop  pipe,  and,  if  the  proportions  are 
correct,  reaches  the  surface,  where  the  air  can  be' sepa 
rated  from  the  water. 

The  efficiency  is  relatively  low,  but  the  first  cost  is  also 
low.  All  machinery  may  be  located  at  the  top  of  the 
well,  and  it  will  handle  gritty,  dirty  or  chemically  active 
waters  as  easily  as  clean  water. 

Air  Receiver  or  Reservoir.  A  strong  reservoir,  gener 
ally  a  cylindrical  steel  tank,  into  which  the  discharge  line 
of  an  air  compressor  leads,  and  which  serves  both  as  a 
storage  reservoir,  and  as  a  means  of  eliminating  the 
pulsations  of  the  air  due  to  the  reciprocating  compressor. 
If  the  demand  for  air  at  a  distant  point  is  intermittent, 
the  receiver  should  be  located  near  this  point,  or  two 
receivers  should  be  used.  If  an  aftercooler  is  used,  a 
receiver  close  to  the  compressor  may  be  dispensed  with. 
The  air  receiver  also  serves  as  a  chamber  in  which  the 
air  is  cooled  so  that  the  water  and  oil  may  be  precipi 
tated  and  drained  from  the  system. 

Anchor.     See  Anchorage. 

Anchcrage.  For  derrick  and  other  guy  lines,  an  attach 
ment  at  a  fixed  point  on  the  ground.  For  permanent 
anchorages,  masonry  foundations  or  piles,  singly  or  in 
clumps  may  be  used.  For  temporary  anchorages,  short 
pieces  of  timber  are  buried  in  the  ground  at  right  angles 
to  the  line  of  pull,  the  guy  being  attached  at  the  middle. 


Or  they  may  be  laid  on  the  surface  and  weighted  with 
stones. 

Outdoor  cranes,  exposed  to  the  wind,  such  as  overhead 
electric  traveling  crane  on  elevated  runways,  must  be 
locked  in  a  fixed  position  whenever  the  operator  is  not 
in  the  cage.  Anchorages  are  arranged  by  which  the  crane 
is  locked  to  the  rail,  or  to  a  stop  at  the  end  of  the  rail. 
For  rope  and  chain  on  crane  winding  drums.  The 
chain  is  fastened  by  a  shackle,  or  a  stud  in  the  drum 
circumference.  The  wire  rope  has  a  solid  eye  spliced 
in  the  end,  and  attached  to  the  drum  by  a  bolt ;  it  is 
sometimes  passed  diagonally  through  the  drum  barrel  or 
flange,  and  fastened  in  a  rope  socket  which  seats  in  a 
tapered  hole. 

Apron.  The  name  sometimes  given  to  the  clear  space 
often  left  on  a  pier  between  the  pier  shed  and  the  pier 
edge.  It  is  generally  used  to  allow  the  passage  of  trucks 
or  cars  close  to  the  ship. 

Asbestos.  A  non-combustible  fibrous  mineral  material, 
principally  silicate  of  magnesia,  which  can  be  woven  into 
webbing  and  reinforced  with  metal  wires,  and  used  for 
lining  brake  bands,  clutches,  etc.  It  is  also  used  in  the 
soft  fluffy  condition  or  when  pressed  into  sheets,  as  a 
protection  against  heat,  being  a  constituent  of  most  of 
the  heat  insulation  preparations.  As  it  is  also  a  fair 
electric  insulating  substance,  it  is  used  in  cases  where 
electrical  leads  are  exposed  to  heat  from  outside  sources 
or  where  it  is  difficult  to  remove  the  heat  generated  bv 
the  electric  current  itself,  as  in  totally  enclosed  electrical 
apparatus. 

Ash  Ejector.  A  form  of  current  conveyor  by  which 
ashes  are  removed  from  the  fire  rooms  of  steamers  and 
discharged  into  the  sea,  through  the  use  of  a  jet  of  water. 
The  usual  form  involves  a  hopper  into  which  the  ashes 
are  shoveled,  which  may  or  may  not  be  covered  depend 
ing  on  whether  the  operation  is  intermittent  or  continuous, 
a  control  valve  and  nozzle  through  which  a  jet  is  deliv 
ered  in  such  a  way  as  to  draw  the  ashes  with  the  water, 
a  discharge  pipe  which  usually  has  one  bend  in  it.  and 
an  outlet  in  the  ship's  side,  above  or  below  the  water  line 
according  to  the  type  of  installation. 

Ash  Handling  Equipment.  Ashes  may  be  handled 
mechanically  with  the  apparatus  suitable  for  any  other 
bulk  material,  except  that  their  abrasive  character  causes 
excessive  wear  on  apparatus  having  moving  joints  and 
bearings  with  which  they  come  into  contact. 

The  types  of  equipment  commonly  used  are :  drag  con 
veyors  ;  carrying  conveyors ;  chain  and  bucket  elevators ; 
current  conveyors  of  the  steam  or  air  jet  or  the  vacuum 
type ;  skip  or  grab  bucket  hoists ;  monorail  or  bridge 
traveling  cranes,  with  grab  or  bottom  dumping  buckets. 

Ash  Hoist.  Apparatus  for  the  removal  of  ashes  from 
a  fire  room,  generally  consisting  of  a  bucket  or  can  with 
means  of  raising  and  lowering  it  rapidly.  Used  on  ship 
board,  and  on  land  when  the  fire  room  is  so  low  that  the 
ashes  must  be  lifted  out  of  it. 

Types  which  are  in  use  are  winch  hoists,  chain  block 
hoists,  air,  steam  or  hydraulic  cylinder  hoists,  and  skip 
hoists.  In  city  locations  where  the  ashes  must  he  raised 
through  a  hole  in  the  sidewalk,  the  frame  work  support 
ing  the  hoist  usually  telescopes  downward  and  is  kept 
below  the  sidewalk  except  when  in  use.  (See  Hoist, 
Telescoping.) 

Ash  Hoist,  Marine.  A  hoist  arranged  to  remove  the 
ashes  from  the  boiler  room  of  a  ship  at  sea.  Three  types 
are  in  common  use :  the  steam  ash  hoist,  the  electric  ash 
hoist,  and  the  steam  ram.  The  first  two  are  similar  in 
having  a  power-driven  geared  winding  drum  and  hoisting 


12 


ASH 


DEFINITION    SECTION 


BAL 


rope,  and  may  or  may  not  have  a  "follow-up"  gear,  by 
which  the  ash  bucket  is  fully  controlled  by  the  rotation 
of  a  small  hand  wheel,  rising  when  the  wheel  is  rotated 
in  one  direction,  falling  in  the  other,  and  stopping  when 
the  wheel  is  stopped.  The  steam  ram  consists  of  a  long 
stroke  direct-acting  vertical  steam  cylinder,  having  its 
piston  rod  connected  to  the  bucket  hoisting  tackle  in  an 
inverted  manner,  so  that  the  motion  of  the  bucket  is 
much  greater  than  that  of  the  steam  piston. 

The  ash  bucket  is  hoisted  through  a  fire  room  venti 
lator,  and  is  dumped  into  a  hopper  leading  to  an  ash  chute 
which  discharges  a  little  above  the  water  line. 
Ash  Pit.  The  enclosure  immediately  beneath  the  grate 
or  stoker  of  a  boiler,  in  which  ashes  collect,  and  from 
which  they  must  be  removed  by  the  fireman,  or  by  auto 
matic  means.  The  old  and  most  common  ash  pit  has  a 
level  floor  at  or  slightly  below  the  fireroom  level,  and  the 
fireman  pulls  out  the  ashes  with  a  hoe;  they  may  be 
wheeled  away,  or  disposed  of  by  a  conveyor.  Hopper 
bottom  ash  pits  arc  commonly  used  with  stokers,  and  the 
falling  ashes  are  allowed  to  collect  in  the  bottom  of  the 
hopper  until  removed,  either  by  hoeing  out  into  a  truck 
or  conveyor,  or  by  dropping  through  an  opened  valve 
directly  onto  a  conveyor  beneath  the  hopper. 
Assembling.  The  act  of  putting-  a  mechanism  or  ma 
chine  together,  or  placing  the  various  parts  in  their  proper 
relation  to  one  another  so  that  they  will  perform  the 
required  operations. 

Assembly.     The  complete  collection  of  parts  of  a  ma 
chine  or  portion  of  a  machine,  as  a  brake  assembly. 
Assembly  Drawing.     A   drawing  showing  all   the  parts 
of  a  machine  or  apparatus  or  definite  portion  of  the  same, 
in  their  proper  relation  to  one  another. 

Automatic.  Having  the  power  of  self-motion;  self- 
acting. 

Automatic  Swing.  The  term  applied  to  a  grab  bucket 
excavator  when  the  boom  is  swung  automatically  by  us 
ing  the  alternating  pull  in  the  bucket  hoisting  and  low 
ering  ropes  rather  than  by  a  bull  wheel.  (See  Excavator, 
Grab  Bucket.) 

Auxiliary.  That  which  aids  or  gives  assistance;  that 
which  is  secondary  or  subsidiary,  as  auxiliary  hoist, 
auxiliary  girder. 

Axial.  Along  or  in  a  direction  parallel  to  an  axis,  gen 
erally  an  axis  of  rotation,  as  an  axial  load. 
Axis.  The  imaginary  line  about  which  a  body  rotates 
or  turns.  It  is  preferable  to  say  that  a  body  rotates  about 
its  own  axis  of  symmetry,  and  revolves  about  an  axis 
outside  itself,  as :  the  earth  rotates  on  its  axis  and 
revolves  about  the  sun,  but  this  distinction  is  not  always 
made. 

Axis,  Neutral.     See  Neutral  Axis. 

Axle,  Live.  An  axle  which  turns  in  bearings,  and  has 
its  wheels  rigidly  attached  like  a  railway  car  axle.  A 
car  provided  with  such  axles  does  not  readily  move 
around  sharp  curves  in  the  track,  and  where  this  is  very 
necessary,  as  in  rubber-tired  cars  and  trucks,  or  small 
industrial  trucks,  the  axle  is  divided  in  the  middle  and 
the  two  halves  connected  by  means  of  a  differential  gear 
ing,  which  is  usually  combined  with  the  power-driving 
gear.  In  some  industrial  cars,  one  wheel  is  loose  and 
one  is  tight  on  the  axle ;  this  will  allow  easy  movement 
on  curves. 

Back-filler.  Any  device  used  for  replacing  the  ex 
cavated  material  into  the  trench  from  which  it  was  dug. 
Ruck,  scoop  or  drag  line  scrapers  are  useful  in  the  work ; 
endless  chain  bucket  conveyors  are  also  arranged  spe 
cially  for  the  purpose,  following  closely  after  the  ex 


cavating  machine.  In  some  cases  the  back  tilling  is  done 
by  the  rear  end  of  the  same  machine  which  does  the 
excavating;  the  laying  of  the  draft  ago  tile,  or  what 
ever  it  may  be,  being  carried  on  between  the  two  and 
beneath  the  machine. 

Back-filling.  The  replacing  of  the  excavated  material 
in  a  trench  or  similar  excavation  after  the  accomplish 
ment  of  the  operation  for  which  the  trench  was  dug. 
Back  Gearing.  A  geared  speed  reduction  mechanism, 
consisting  of  a  driving  pinion  A,  keyed  to  a  shaft  on 
which  also  turns  loosely  a  gear  D  connected  to  the  ma 
chine  to  be  driven.  Another  gear  B  and  pinion  C  are 
arranged  to  rotate  together  on  a  parallel  shaft,  B  mesh 
ing  with  .  /  and  C  with  D.  The  speed  of  the  driving 
pinion  is  reduced  in  the  ratio  (A-r-li)  x  (C+D).  The 
term  "back  gear"  refers  to  the  gear  train  coming  back 
to  the  original  shaft.  It  is  used  on  machine  tools,  and 
also  un  some  motors  for  winch  drives. 
Back-lash.  In  a  mechanism,  the  amount  of  movement 
or  play  one  part  may  have  without  moving  another,  due 
to  fits  not  being  absolutely  perfect,  allowances  for  ex 
pansion,  running  fits,  etc.  In  gearing,  the  distance,  meas 
ured  along  the  pitch  line,  by  which  a  tooth  is  narrower 
than  the  corresponding  space. 

Back  Stop.  A  ratchet  device  or  its  equivalent  used  to 
prevent  bucket  elevators  from  running  backward  in  case 
of  accident  to  the  drive.  A  friction  device  holds  the  pawl 
out  of  the  ratchet  wheel  during  regular  elevating  motion, 
but  a  reversal  of  the  motion  throws  it  into  the  teeth  and 
stops  rotation. 

Baffle  Plate.  A  plate  suspended  in  front  of  the  dis 
charge  pipe  of  a  steam  jet  or  air  suction  ash  conveyor,  or 
fixed  on  the  wall  of  the  bin  opposite  it  for  receiving  the 
impact  of  the  highly  abrasive  material.  It  may  be  made 
of  the  hardest  steel  obtainable,  and  even  then  be  worn 
rapidly.  One  type,  called  the  pocket  type,  has  a  number 
of  pockets  about  6  in.  square  and  9  in.  dcop.  with  a  backing 
plate.  The  ashes  pack  into  the  pockets,  and  present  to 
the  discharge  pipe  practically  a  baffle  plate  of  ashes,  and 
wear  is  very  slow. 

Bagger.  Any  machine  which  mechanically  aids  the 
placing  of  bulk  material  in  bags  for  purposes  of  trans 
portation.  It  is  often  combined  with  a  weighing  scale 
to  automatically  deliver  a  definite  amount  to  each  bag. 
(See  also  Chute,  Bagging.) 

Bail.  A  curved  strap  or  bar,  pivoted  at  its  two  ends  to 
the  rim  "of  a  bucket  scoop,  tub,  etc..  and  with  an  eye, 
loop  or  other  arrangement  for  attaching  a  rope  or  chain, 
at  its  middle.  When  made  of  chain  it  is  usually  called 
a  bridle,  and  is  often  provided  with  a  spreader  to  coun 
teract  the  tendency  to  deform  the  bucket  rim.  Fixed 
hails  are  riveted  to  the  bucket,  instead  of  being  pivoted, 
and  arc  only  used  where  they  will  not  interfere  with 
filling  or  dumping. 

Bale.  A  package  of  soft  or  non-rigid  material  generally 
more  or  less  rectangular  in  form,  compressed,  wrapped 
with  burlap  or  other  fibrous  material  and  secured  by 
wires,  straps,  ropes,  or  other  fastenings.  Baled  material 
occupies  less  space  than  when  placed  in  boxes. 
Ball,  Downhaul.  See  Downhaul  Ball. 
Ball  and  Socket  Joint.  A  flexible  connection  between 
two  pieces  of  a  mechanism,  consisting  of  a  partial  sphere 
attached  to  one  part,  and  a  spherical  seat  partially  (more 
than  half)  enclosing  it  attached  to  the  other,  the  com 
bination  permitting  freedom  of  relative  motion  of  the 
t'.vo  parts  about  the  center  of  the  sphere.  These  joints 
are  used  in  some  cases  for  connecting  links  to  rockers 


BAN 


MATERIAL    HANDLING    CYCLOPEDIA 


BEA 


and  levers ;  for  some  types  of  flexible  tie  rods  or  radius 
rods;  and  also  to  give  flexibility  to  pipe  lines,  notably 
the  discharge  lines  from  hydraulic  dredges. 

Band  Friction.  A  type  of  friction  clutch  applied  among 
other  places,  to  the  drums  of  winches,  consisting  of  a 
band  carried  by  one  part  which  can  be  contracted  ex 
ternally  or  expanded  internally  in  a  rim  on  the  other 
part,  making  them  rotate  as  one.  (See  Clutch,  Friction; 
Drum,  Friction.) 

Barge.  A  floating  craft  of  full  body  and  heavy  con 
struction,  designed  for  the  carriage  of  cargo,  but  with 
out  means  of  self-propulsion.  Cranes  or  other  cargo 
handling  gear  are  often  mounted  on  barges.  The  distinc 
tion  between  a  barge  and  a  lighter  is  more  in  the  manner 
of  use  than  in  form  and  equipment,  the  term  barge  being 
more  often  used  when  the  load  is  carried  to  its  destina 
tion,  or  a  long  distance,  while  the  term  lighter  refers  to 
a  short  haul,  generally  in  connection  with  loading  or 
unloading  operations  of  vessels. 

Barge,  Coaling.  A  barge  containing  equipment  for 
rapidly  tilling  the  bunkers  of  a  vessel  with  coal.  There 
are  many  types,  but  practically  all  include  a  tower-like 
structure  on  the  barge,  with  elevating  mechanism  and 
means  of  discharging  the  coal  into  coaling  ports  in  the 
sides  or  decks  of  the  ship  by  spouts  or  chutes.  Some 
types  carry  the  load  of  coal  in  their  own  holds ;  others 
simply  contain  the  elevating  and  conveying  machinery, 
are  placed  between  the  loaded  coal  barge  and  the  ship  to 
be  coaled,  and  transfer  the  coal  from  the  loaded  barge 
to  the  ship's  bunker  by  machinery.  This  last  arrangement 
may  save  one  handling  of  the  coal,  but  requires  a  wide 
slip  if  coaling  is  to  be  done  while  the  ship  is  in  a  dock. 

Barrel  Cradle.  A  pair  of  concave  stands,  braced  to 
gether,  and  designed  for  supporting  a  barrel  laid  on  its 
side.  They  may  be  set  on  an  ordinary  elevator  or  con 
veyor  for  temporary  use.  or  be  built  into  the  chain  of  a 
chain  elevator  or  conveyor  for  permanent  barrel  han 
dling  installations. 

Barrel,  Shop.  A  steel  barrel,  with  or  without  a  lid  or 
cover,  for  holding  castings,  chips,  dirt,  etc.,  in  industrial 
establishments. 

Barrow.     See   Wheelbarrow;   Hand   Barrow. 

Batch  Box.  A  box  used  for  holding  the  materials  for 
making  a  batch  of  concrete,  or  for  holding  and  convey 
ing  a  batch  of  concrete  after  mixing.  It  is  usually  made 
of  steel  or  of  wood  reinforced  with  steel.  •  Some  are 
supported  on  trunnions  on  a  car  or  by  a  crane,  and 
discharge  by  turning  over  (see  Bucket,  Turnover)  ; 
others  dump  at  the  bottom  when  the  doors  are  opened 
by  releasing  toggles  or  operating  levers.  (See  Bucket, 
Bottom  Dump;  Bucket,  Controllable  Discharge.) 

To  make  it  possible  to  use  common  labor  for  meas 
uring  the  materials  with  a  minimum  chance  for  error, 
some  batch  boxes  are  divided  by  partitions  into  three 
compartments  for  cement,  sand  and  broken  stone,  re 
spectively.  In  one  type  a  watertight  box  with  a  cover 
holds  the  cement,  and  it  is  fixed  in  the  batch  box  in  such 
a  position  that  it  divides  the  latter  into  two  parts  of  the 
proper  proportions  for  the  sand  and  stone.  Alteration 
in  the  position  of  the  cement  box  varies  the  proportions 
of  sand  and  stone. 

Batch   Mixer.     A   mixer   which   receives   definite    quan 
tities  by  weight  or  measure  of  various   ingredients  and 
mixes  them  by  stirring,  rotation  or  other  means  to  make 
concrete,  glass,  etc. 
Battery.     See  Electrical  Definitions. 


Beam.  A  single  piece  (generally  straight)  or  a  distinct 
portion  of  a  structure  which  is  so  supported  and  loaded 
that  it  is  subjected  to  transverse  forces  tending  to  bend 
it.  The  term  is  also  sometimes  applied  to  a  heavy  un- 
fabricated  timber  or  steel  structural  shape,  without  refer 
ence  as  to  how  it  is  to  be  placed  in  a  structure,  as  I-beam. 
Also,  the  extreme  breadth  of  a  vessel. 

Beam  Clamp.     See  Clamp,  Beam. 

Beam,  Ladle  Crane.  A  strong  beam  suspended  at  the 
ends  by  two  sets  of  load  ropes  from  the  trolley  of  an 
overhead  traveling  crane,  and  having  hanging  from  it 
two  long  steel  hooks  supporting  the  ladle  by  trunnions 
at  the  sides.  (See  Crane,  Ladle.) 

Beam,  Lifting.  Any  long  bar  or  girder  used  as  an  auxil 
iary  in  connection  with  hoisting  machinery,  when  lifting 
long  objects  Hke  bars,  plates  or  pipe,  by  hooks,  slings  or 
magnets. 

Beam  of  Uniform  Strength.  A  beam  designed  to  sup 
port  a  given  load  or  system  of  loads,  and  formed  with 
such  dimensions  that  the  maximum  stress  existing  at  a 
section  of  the  beam  is  the  same  wherever  in  the  length 
of  tlie  beam  the  section  may  be  taken.  In  designing  the 
girders  of  overhead  traveling  cranes,  this  method  re 
sults  in  the  fish-bellied  or  parabolic  form  of  the  bottom 
chord ;  in  bridge  structures  where  the  load  is  carried 
on  the  lower  chord,  the  upper  chord  is  thus  curved. 

Bearing.  That  part  of  a  machine  frame  or  other  mem 
ber  which  encloses  a  rotating  part  like  a  shaft  and  holds 
it  in  place.  The  part  of  the  shaft  which  rotates  within 
the  bearing  is  usually  called  the  journal  when  it  is  loaded 
transversely,  and  the  bearing  a  journal  bearing.  When 
the  load  on  the  shaft  is  axial,  the  bearing  is  called  a  thrust 
bearing.  (See  Bearing,  Thrust.)  Many  bearings  are 
designed  to  carry  both  loads  simultaneously. 

Bearings  in  which  both  parts  have  smooth  surfaces  in 
contact  with  each  other  are  sometimes  known  as  plain 
bearings  as  distinguished  from  those  in  which  the  sur 
faces  are  kept  apart  by  balls  or  rollers.  (See  Bearing, 
Ball;  Bearing,  Roller.)  Ball  and  roller  bearings  turn 
much  more  freely,  consume  less  power  and  have  certain 
advantages  as  regards  lubrication ;  they  are  less  suitable 
for  very  heavy  loads,  however,  and  where  shocks  must  be 
withstood,  should  not  be  used. 

The  term  bearing  often  includes  both  the  part  which 
immediately  encloses  the  journal,  or  box,  and  the  sup 
porting  frame,  called  the  body,  bracket,  hanger,  pedestal, 
etc.  As  regards  their  adjustability  to  take  up  wear, 
boxes  are  either  solid  or  split  (divided)  ;  solid  bearings 
can  be  adjusted  for  wear  only  by  renewing  the  bearing, 
the  journal,  or  a.  removable  lining  for  the  former.  Split 
bearings  may  be  adjusted  as  they  wear  by  numerous 
methods — more  complicated  forms  have  the  box  divided 
into  three  or  four  parts  which  can  be  separately  or  simul 
taneously  adjusted  to  take  up  looseness  due  to  wear. 
These  special  bearings  are  common  in  engines  and  motors 
and  other  large  machinery,  but  not  in  bearings  for  ordi 
nary  shafting. 

Many  bearings  are  formed  directly  in  the  frame  of  the 
machine,  and  their  form  is  dependent  on  the  arrangement 
of  the  latter.  Other  bearings  much  used  in  conveying 
installations  are  independent  and  are  more  or  less  stand 
ard.  As  regards  adjustability  for  location  of  the  shaft 
center  and  for  alinement,  they  are  known  as :  rigid,  in 
which  no  adjustment  is  provided;  adjustable,  in  which 
the  location  of  the  shaft  center  may  be  changed  hori 
zontally,  vertically  or  both ;  trunnion,  in  which  the  bear 
ing  may  swing  about  a  transverse  axis  in  one  plane 


14 


BKA 


DEFINITION    SECTION 


BEA 


(generally  vertical)  ;  and  swiveling  or  universal,  in  which 
it  may  swing  in  any  direction. 

Rigid  bearings  are  usually  provided  with  slotted  holes 
in  the  supporting  frame  for  transverse  adjustment. 

Bearings  are  adjusted  vertically  by  wedges  beneath  the 
supporting  frame  or  by  screws  placed  above  and  below 
the  box,  which  clamp  it  between  them.  Horizontal  ad 
justment  is  obtained  by  moving  the  supporting  frame 
sideways,  by  wedges,  or  by  screws. 

Trunnion  bearings  usually  have  lugs  cast  on  opposite 
sides  of  the  box,  held  in  corresponding  holes  in  the  sup 
porting  frame.  They  may  also  be  suspended  between 
pointed  set  screws  passing  through  threaded  holes  in  the 
frame. 

Universal  bearings  arc  usually  arranged  witli  spheri 
cal  seats  in  the  boxes  held  between  spherical  surfaces 
in  the  supporting  frame.  In  one  type  these  surfaces  are 
on  the  top  and  bottom  only,  are  small  in  size,  and  are 
clamped  between  spherical  hollows  in  the  ends  of  the 
same  screws  (sometimes  called  plunger  screws)  that  are 
used  to  provide  for  vertical  adjustment;  in  another  type 
spherical  zones  or  segments  arc  formed  completely 
around  the  box,  and  held  in  corresponding  hollow  spheri 
cal  surfaces  in  the  supporting  frame,  this  making  a  very 
substantial  swiveling  arrangement,  though  without  trans 
verse  adjustment. 

The  form  of  supporting  frame  for  the  box  has  also 
given  rise  to  a  variety  of  names.  Often  the  box  and 
frame  are  formed  in  one,  like  the  common  flat  box, 
which  is  simply  a  bearing  box  having  a  flat  bottom  with 
flanged  edges  having  holes  for  two  bolts.  Somewhat 
larger  ones  of  similar  construction,  with  four  holes, 
are  called  pillow  blocks;  these  may  be  divided  horizon 
tally  or  angularly,  the  latter  being  desirable  to  receive 
an  inclined  pull.  Still  larger  and  more  elaborate  forms, 
with  perhaps  renewable  bearing  shells,  and  even  boxes  in 
portions  and  adjustable  by  means  of  wedges  are  known 
as  pedestal  blocks  or  pedestal  bearings.  When  the  shaft 
is  located  a  considerable  distance  above  the  floor  on 
which  the  bearing  stands,  and  the  frame  is  made  open,  it 
is  called  a  floor  stand. 

Where  the  bearing  is  hung  from  the  ceiling,  the  frame 
is  called  a  drop  hanger ;  it  is  similar  in  construction  to 
the  floor  stand,  and  one  can  often  be  converted  into  the 
other  by  turning  over  the  box,  thus  changing  the  location 
of  the  oil  reservoir.  When  the  bearing  is  supported  by  a 
vertical  surface  of  a  post  or  wall,  the  frame  is  called  a 
post  hanger  or  wall  bracket,  the  latter  type  locating  the 
shaft  further  away  from  the  wall  than  the  post  hanger. 

When  a  bearing  is  desired  at  the  point  where  a  shaft 
goes  through  a  wall,  a  rectangular  frame  called  a  wall 
frame  is  built  into  the  wall  and  the  box  mounted  in  it. 

Bearing  boxes  are  often  distinguished  according  to 
their  method  of  lubrication.  Self-oiling  bearings  are 
those  iu  which  a  reservoir  is  provided,  generally  below 
the  shaft,  into  which  a  supply  of  oil  is  placed  and  fed 
automatically  to  the  rubbing  surfaces  from  which  it 
drains  back  to  the  reservoir  and  is  thus  used  over  and 
over.  The  means  of  feeding  the  oil  are:  by.  slender 
rings  or  chains  dipping  into  the  oil  and  hanging  over  the 
shaft  in  notches  cut  in  the  top  box ;  by  collars  fast  to  the 
shaft  within  the  boxes,  or  by  capillary  attraction  through 
pieces  of  wood  with  fine  openings,  dipping  in  the  oil  and 
pressing  up  against  the  bottom  of  the  journal.  Other 
bearings  which  are  not  self-oiling  are  plain  bearings  with 
oil  holes  for  oil  from  a  squirt  can;  wick  oiling  bearings 
in  which  small  oil  reservoirs  are  formed  in  the  cap,  and 
wicks  dipping  into  the  oil  and  then  extending  from  it  up 


over  the  edge  of  tubes  leading  down  to  the  bearings, 
carry  the  oil  by  capillary  attraction ;  grease  pocket  bear 
ings,  in  which  a  large  pocket  formed  in  the  top  box  and 
connected  with  the  bearing  surfaces  by  a  liberal  opening, 
is  filled  with  grease  which  will  melt  and  give  additional 
lubrication  whenever  the  temperature  rises,  due  to  ex 
cessive  friction ;  and  grease  cup  lubricated  bearings,  in 
which  grease  is  occasionally  forced  into  the  bearing  by 
a  hand  fed  grease  cup. 

Bearing  boxes  arc  usually  lined  with  babbitt  or  an 
equivalent  anti-friction  metal.  For  very  light  work  where 
low  cost  is  important,  unlined  cast  iron  boxes  may  be 
used;  for  very  heavy  pressures  and  important  work 
bronze  liners  in  the  bearings  are  desirable.  Babbitt  lining 
is  usually  poured  directly  in  the  bearing,  but  separate 
interchangeable  white  metal  shells  are  now  obtainable 
in  various  standard  sizes,  and  can  be  substituted  for  worn 
ones  when  needed,  provided  the  bearing  is  originally 
designed  for  this  arrangement. 

Page  731,  740,  783. 

Bearing,  Ball.  A  bearing  in  which  the  surfaces  of  the 
two  parts  having  relative  motion,  and  which  would 
otherwise  rub  together,  are  kept  separated  by  an  assem 
blage  of  steel  balls.  As  the  balls  are  always  hardened, 
special  hardened  surfaces  are  provided  for  them  to  roll 
on  to  prevent  wear,  and  these  are  called  races;  one  turns 
with  the  rotating  part  and  the  other  is  fast  to  the  sta 
tionary  part.  The  balls  are  often  held  in  place  by  a  re 
tainer,  or  they  may  be  actually  inserted  in  spaces  in  a 
part  called  a  cage,  which,  while  allowing  them  to  roll 
freely,  keeps  them  spaced  the  proper  distance  apart. 

Three  classes  of  ball  bearings  are  usually  recognized : 
radial  (sometimes  called  annular)  bearings,  suited  for 
carrying  a  transverse  load  on  the  shaft,  and  correspond 
ing  to  an  ordinary  journal  bearing;  thrust  bearings,  for 
carrying  an  axial  load  on  the  shaft  (see  Bearing,  Ball 
Thrust)  ;  and  a  combination  of  the  two  in  a  single  bear 
ing  which  is  able  to  carry  both  axial  and  radial  loads, 
sometimes  called  an  angular  bearing. 

As  regards  the  manner  in  which  each  ball  carries  its 
load,  ball  bearings  are  termed  two  point,  three  point  and 
four  point ;  the  first  is  the  most  commonly  used,  and  the 
last  is  seldom  found.  The  fundamental  principle  under 
lying  the  design  of  the  races  is  that  the  ball  should  have 
as  nearly  as  possible  a  pure  rolling  action  with  a  mini 
mum  of  spinning.  Two  point  bearings  have  the  points 
of  contact  between  race  and  ball  so  located  that  tangents 
there  intersect  each  other  on  the  axis  of  rotation,  this 
point  of  intersection  being  at  an  infinite  distance  in  the 
case  of  pure  radial  bearings.  Three  point  bearings  have 
two  points  of  contact  on  one  race  and  one  on  the  other; 
the  tangent  at  the  last  must  intersect  the  chord  drawn 
through  the  other  two  at  a  point  on  the  axis  of  rotation. 

Both  balls  and  races  should  be  made  of  very  hard  steel, 
and  should  be  polished  to  a  high  degree.  Ball  bearings 
fail  by  a  flaking  or  pitting  of  the  surfaces  of  balls  and 
races,  at  loads  far  below  the  crushing  strength  of  the 
ball.  While  adjustments  are  often  provided,  a  bearing 
which  has  worn  to  the  point  at  which  adjustment  is  nec 
essary  has  failed  and  it  needs  replacement.  It  is  there 
fore  desirable  that  the  setting  be  made  permanent  at  the 
factory  and  that  no  possibility  of  adjustment  be  fur 
nished. 

Theoretically,  lubrication  is  unnecessary  if  pure  rolling 
contact  is  obtained,  but  because  there  is  a  very  slight 
spinning  or  twisting  of  the  surfaces  in  contact  even  in 
the  best  bearings,  a  certain  amount  of  it  is  advisable.  In 
addition,  it  prevents  corrosion  and  tends  to  exclude  for- 


15 


BEA 


MATERIAL    HANDLING    CYCLOPEDIA 


BEA 


eign  matter,  both  being  very  destructive  to  the  bearings. 

Page  740. 

Bearing,  Ball,  Angular.  A  ball  bearing  which  will  carry 
a  combination  of  axial  and  radial  loads  on  a  shaft.  Two 
such  bearings  are  required  to  carry  a  shaft  in  a  definite 
position  against  loads  from  any  direction. 

The  races  usually  take  the  form  of  a  cone  which  is 
forced  on  to  the  shaft,  and  a  cup  which  is  fast  in  the 
bearing,  with  the  balls  between  them.  With  two  point 
contact,  the  two  conical  surfaces  on  the  cone  and  in  the 
cup  are  concaved ;  with  three  point  contact,  the  cone 
is  straight  or  curved,  and  the  cup  has  angular  sides. 
The  three  points  of  contact  must  be  properly  related. 
(See  Bearing,  Ball.)  A  plain  radial  bearing  and  a  thrust 
bearing  may  be  combined  to  serve  the  same  purpose 
as  an  angular  bearing. 

Page  740. 

Bearing,  Ball,  Radial.  A  ball  bearing  for  supporting  a 
shaft  which  is  subject  to  transverse  loads.  A  hardened 
sleeve  or  race  is  usually  forced  on  the  shaft,  and  an 
other  in  the  hub  of  the  bearing  box ;  a  shallow  groove 
is  turned  in  the  inside  of  the  outer  race,  or  on.  the  out 
side  of  the  inner  race  in  addition,  and  a  complete  circle 
of  balls  is  inserted  to  fill  the  space  between  the  two  races. 
Two  rows  of  balls  spaced  some  distance  apart  are 
sometimes  used  to  carry  a  heavy  load,  but  care  must  be 
taken  that  the  load  is  equalized  between  them. 

Also  called  an  annular  ball  bearing. 

Page  740. 

Bearing,  Ball  Thrust.  A  ball  bearing  arranged  to  carry 
an  axial  load  on  a  shaft.  Two  point  bearings  usually 
consist  of  two  hardened  steel  plates  having  between  them 
a  cage  or  a  plate  with  numerous  holes,  in  which  the  balls 
are  inserted  and  held  loosely ;  one  of  the  hardened  plates 
is  attached  to  and  turns  with  the  shaft,  and  the  other 
rests  in  the  bearing.  In  the  three  point  type,  one  plate  is 
flat  and  the  other  has  an  annular  groove  whose  sides 
are  so  sloped  that  the  three  points  of  contact  bear  the 
proper  relation  to  each  other  as  for  pure  rolling.  (See 
Bearing,  Ball.) 

For  proper  distribution  of  the  load  among  the  balls,  a 
spherical  seat  for  one  of  the  hardened  plates  is  necessary. 

Where  the  axial  load  is  small,  discs  like  the  above 
may  be  inserted  in  a  step  bearing  at  the  end  of  the  shaft. 
Where  larger  thrusts  must  be  carried,  annular  plates  or 
rings  are  used  and  held  relatively  to  the  shaft  by  collars 
formed,  clamped  or  screwed  on  it.  Thrust  in  either 
direction  may  be  carried  by  a  duplication  of  the  arrange 
ment. 

Page  740. 

Bearing,  Dust  Proof.  A  bearing  which  is  constructed  in 
such  a  manner  as  to  exclude  dust.  One  method  of  doing 
this  is  to  clamp  felt  rings  around  the  shaft  against  the 
end  of  the  bearing;  another  is  to  place  felt  rings  around 
the  shaft  in  recesses  turned  in  the  box  at  each  end  just 
within  the  bearing.  One  end  of  a  bearing  may  some 
times  be  completely  closed,  and  is  naturally  completely 
dust  proof  at  that  end. 

Bearing,  Oil  Impregnated.  A  bearing  made  of  hard 
wood  impregnated  with  oil,  and  used  in  places  where 
lubrication  can  not  be  easily  accomplished,  or  where  oil 
would  be  detrimental,  as  in  bearings  of  screw  conveyors 
handling  food  products,  etc. 

Bearing,  Roller.  A  bearing  in  which  the  surfaces  of 
the  two  parts  are  kept  from  coming  into  contact  with 
each  other  by  means  of  a  number  of  small  rollers,  which 
are  usually  mounted  loosely  in  a  part  called  a  cage,  to 
keep  them  properly  spaced,  and  to  make  it  easier  to 


assemble  the  bearing.  Special  hardened  surfaces  are 
often  provided  for  the  rollers  to  run  on,  to  prevent 
wear,  one  being  attached  to  the  moving  and  the  other 
to  the  stationary  part. 

Roller  bearings  have  the  same  three  classes  as  ball 
bearings,  radial,  axial  or  thrust,  and  combination  or  an 
gular.  The  bearing  is  in  line  contact  along  the  full 
length  of  the  roller,  hence  these  bearings  will  carry 
much  heavier  loads  than  ball  bearings,  which  have  point 
contact.  It  is  equally  important  that  surfaces  of  rollers 
and  races  be  true  and  polished,  and  adjustments  for 
wear  are  not  often  advisable.  Lubrication  is  desirable, 
to  prevent  corrosion  and  to  exclude  foreign  matter. 

(See  also  Bearing,  Roller,  Radial;  Bearing,  Roller, 
Thrust.) 

Page  731,  783. 

Bearing,  Roller,  Radial.  A  roller  bearing  for  support 
ing  a  shaft  which  is  loaded  transversely.  As  the  load 
is  distributed  along  a  line,  hardened  wearing  surfaces  for 
it  to  roll  on  are  not  so  necessary  as  with  ball  bearings, 
but  are  advisable;  usually  hardened  sleeves  are  pressed 
onto  the  shaft  and  into  the  bore  of  the  bearing,  with  the 
rollers  in  their  cage  between,  all  lying  parallel  to  the 
shaft,  and  spaced  equally  around  it.  The  rollers  may 
be  plain  cylinders  necked  down  at  the  ends  where  they 
fit  into  the  cage,  or  may  be  formed  of  a  strip  of  steel 
wound  into  helical  form  and  ground  cylindrical  on  the 
outside,  the  latter  construction  giving  a  flexible  roller 
that  will  not  be  so  easily  fractured  if  it  becomes  slightly 
skewed. 

Page  731,  783. 

Bearing,  Roller,  Thrust.  A  roller  bearing  arranged  to 
carry  a  thrust  or  axial  load  on  a  shaft.  For  pure  rolling 
contact,  conical  rollers  are  required,  but  the  cost  of  cylin 
drical  rollers  and  flat  thrust  rings  is  so  much  less  that 
they  are  much  used.  In  order  to  avoid  excessive  wear, 
the  cylinders  are  made  short  in  length  resembling  discs, 
and  a  number  are  assembled  along  the  same  axis ;  each 
may  then  take  its  own  speed  independently  of  the  others. 
These  disc  rollers  may  be  mounted  in  a  cage  for  con 
venience  in  handling. 

Roller  thrust  bearings  are  usually  made  with  hard 
ened  steel  plates,  and  the  rollers  themselves  are  hard 
ened. 

When  conical  rollers  are  used,  the  thrust  rings  must 
both  be  conical,  or  one  may  be  flat  and  the  other  more 
steeply  coned,  and  the  angles  should  be  such  that  the 
apexes  of  the  rollers,  should  they  be  extended  so  far, 
would  lie  at  the  center  of  rotation  of  the  shaft ;  this 
will  secure  pure  rolling.  A  thrust  ring  must  be  added 
around  the  bases  of  the  rollers  to  keep  them  from  be 
ing  forced  outward  by  the  pressures  on  the  inclined 
surfaces,  and  a  cage  is  required  to  hold  them  in  a  true 
radial  position. 

Roller  thrust  bearings  arc  used  for  carrying  very 
heavy  loads,  as  in  turntables  for  some  forms  of  cranes, 
(See  Bearing,  .Roller,  for  Locomotive  Cranes.) 
Bearing,  Thrust.  A  bearing  designed  to  prevent  an 
axial  'motion  of  a  shaft,  and  which  is  used  either  for 
adjusting  purposes  or  to  carry  an  actual  axial  load. 
Two  types  are  commonly  distinguished,  one  in  which  the 
end  of  the  shaft  or  a  part  attached  to  it  for  that  special 
purpose  is  used  as  a  rubbing  surface,  called  a  step  thrust 
bearing,  and  the  other  in  which  rings  or  collars  are 
formed  on  or  attached  to  the  shaft,  revolving  between 
similar  collars  or  rings  carried  by  the  supporting  frame, 
called  a  collar  thrust  bearing. 

The  step  bearing  is  often  used  for  vertical  shafts,  and 


16 


BED 


DEFINITION    SECTION 


BIN 


is  made  adjustable  for  vertical  wear.  Alternating  discs 
of  dissimilar  wearing  metals  are  usually  placed  between 
the  end  of  the  shaft  and  the  bottom  of  the  step,  and 
oil  is  preferably  fed  at  the  center  of  the  bottom  of 
the  step,  passing  gradually  outward  through  radial 
grooves  in  the  discs.  Step  bearings  are  also  used  for 
carrying  the  thrust  of  worms. 

Collar  thrusts  are  used  for  the  largest  loads,  as  all 
necessary  bearing  surface  can  be  obtained  by  multiplying 
the  number  of  collars. 

Many  jouinal  bearings  are  arranged  to  take  end  thrust 
from  a  collar  on  the  shaft,  by  having  a  babbitted  and 
finished  surface  on  the  end  of  the  bearing. 

Thrust  hearings  are  also  made  in  the  ball  and  roller 
styles.  (Sec  Bearing,  Ball  Thrust;  Bearing,  Roller 
Thrust.) 

Bedding  and  Reclaiming  Equipment.  A  combination 
of  a  bridge  storage  crane  for  uniformly  distributing  ma 
terial  in  a  long  heap  or  bed,  and  a  reclaiming  machine 
which  works  from  one  end  of  the  bed,  slicing  down  a 
cross  section  and  thoroughly  mixing  it  as  it  reclaims, 
and  delivering  a  very  uniform  material  'as  required  for 
certain  smelting  and  chemical  industries  using  raw  ma 
terial  which  varies  from  time  to  time. 
Bell  Crank.  A  bent  lever  pivoted  at  the  bend,  for 

changing  the  line  of  application  of  a  force. 
Bending  Moment.    The  total  bending  tendency  to  which 
a   beam   is   subject,   expressed   generally   in   inch-pounds. 
The  bending  moment  at  any  transverse  section  of  a  beam 
is  equal  to  the  algebraic  sum  of  the  products  of  each  of 
the   forces  acting  to   produce  bending,  multiplied   by   the 
perpendicular  distance  of  the  line  of  action  of  the  force 
from  the  section. 
Bight  (of  a  rope).     A  loop  or  bend  in  a  rope;  any  part 

of  the  rope  between  the  two  ends. 

Bin.  An  enclosure  for  the  storage  of  material  in  bulk, 
or  of  package  or  similar  material  which  may  be  tempo 
rarily  treated  as  if  it  were  in  bulk.  Three  types  may  be 
distinguished :  hopper  bottom  square  or  rectangular  bins, 
cylindrical  bins  and  suspension  bins.  Bins  are  usually  on 
or  above  the  ground,  being  termed  overhead  bins  in 
the  latter  case ;  where  an  opening  is  made  in  the  ground 
for  holding  bulk  material,  even  if  it  is  lined  with  steel  or 
concrete,  it  is  usually  termed  a  pit. 

The  term  bin  is  also  often  employed  to  designate  a 
compartment  formed  by  vertical  partitions  and  shelving 
in  a  store-room  where  bulk  material,  machine  parts,  etc., 
are  kept. 

Bin,  Ash.  An  enclosure  to  which  ashes  are  delivered 
from  time  to  time  from  the  ash  pits  of  coal  fired  fur 
naces,  to  be  discharged  into  a  car  or  barge  when  a  suffi 
cient  amount  has  accumulated.  If  the  bin  is  elevated 
so  that  it  may  discharge  easily,  the  ashes  are  delivered 
to  it  by  an  elevating  conveyor,  a  skip  hoist  or  a  steam 
or  air  jet  conveyor.  If  the  bin  is  located  below  the 
ground  level,  the  ashes  are  transferred  from  it  to  a  car 
by  a  grab  bucket.  Also  called  ash  bunker. 
Bin,  Coal.  A  bin  used  for  storing  coal.  When  this 
is  just  prior  to  burning  it  is  usually  called  a  coal  bunker. 
Whore  used  for  temporary  storage  during  transit,  or  for 
_  selling  at  retail,  it  is  usually  termed  a  coal  pocket  (see 
Pocket,  Storage). 

Large  storage  bins  for  coal  are  sometimes  used  at 
mines  to  adjust  the  variable  supply  of  railway  cars  to 
a  constant  daily  mine  output.  Railways  often  supply  an 
excess  of  cars  during  the  early  part  of  the  week  and 
too  few  toward  the  end. 
(See  also  Storage,  Coal.) 


Bin,  Cylindrical.  A  bin  for  the  storage  of  bulk  ma 
terial,  circular  in  plan,  and  often  of  considerable  height. 
It  is  built  of  wood,  steel,  terra  cotta  or  concrete,  the  last 
becoming  more  and  more  common  for  the  storage  of 
material  like  grain,  coal,  etc.  Material  is  dumped  in  at 
the  top,  usually  by  elevator  conveyors,  and  is  drawn  off 
through  the  bottom  or  from  the  side  near  the  bottom  as 
needed,  through  a  gate  controlled  spout,  into  cars, 
wagons,  etc.,  or  through  a  feeder  onto  a  discharge  con 
veyor.  The  bottoms  are  flat,  hemispherical  or  funnel 
shaped;  the  structure  is  supported  directly  on  a  foun 
dation  or  on  a  circular  girder  supported  by  columns 
which  rest  on  a  foundation.  These  columns  may  be  of 
considerable  height  in  cases  where  it  is  desired  to  de 
liver  the  material  to  distant  points  by  chuU->. 

These  bins  may  be  built  in  separate  rows,  or  in  groups 
of  four,  nine  or  sixteen,  the  group  arrangement  being 
preferable  on  account  of  the  additional  storage  space 
afforded  by  the  spaces  exterior  to  the  circular  sections, 
and  between  the  points  of  tangency,  these  amounting  to 
more  than  one-fourth  the  internal  capacity  when  the 
walls  are  of  a  thickness  appropriate  for  concrete. 

Cylindrical  concrete  bins  are  built  with  fixed  forms, 
or  with  movable  ones  which  are  gradually  slid  up  as 
the  work  progresses.  The  wall  thicknesses  are  about 
one-fiftieth  of  the  diameter,  with  a  minimum  of  7  in. 

Bin,  Hopper  or  Hopper-Bottom.  A  bin  which  is  square 
or  rectangular  in  plan,  and  has  a  bottom  shaped  like 
an  inverted  frustrum  of  a  pyramid,  with  the  slope  of 
the  sides  such  that  the  material  will  slide  completely 
out.  The  opening  at  the  apex  leads  to  a  gate  controlled 
spout,  or  a  feeder  for  a  conveyor.  A  true  hopper  bin 
has  no  vertical  sides ;  a  hopper  bottom  bin  has  vertical 
sides  of  any  height  depending  on  the  capacity  required. 
If  large  capacity  is  desired  without  excessive  height,  it 
is  common  to  build  the  bin  as  a  scries  of  adjoining 
hopper-bottom  units,  rather  than  a  single  large  unit; 
material  can  then  be  drawn  off  at  a  number  of  points. 

Bin,  Overhead.  A  bin  supported  in  an  elevated  posi 
tion  so  that  a  car,  conveyor,  truck,  wagon,  etc.,  may 
pass  beneath  or  beside  it  and  receive  material  from  it 
by  gravity,  or  so  that  the  contents  may  pass  by  gravity 
through  a  spout  or  chute  directly  to  a  desired  location, 
as  to  a  stoker  hopper. 
(See  Bin,  Suspended.) 

Bin,  Silo  Storage.  A  term  often  applied  to  a  circular 
bin  used  for  storage  of  bulk  material.  (See  Bin,  Cylin 
drical.) 

Bin,  Suspended  or  Suspension.  An  overhead  bin  made 
of  steel  plates,  or  of  steel  straps  with  plate  linings,  sus 
pended  from  two  longitudinal  parallel  steel  girders  which 
are  themselves  supported  by  steel  columns  and  braced 
apart  by  suitable  struts,  or  are  suspended  from  over 
head  trusses.  The  transverse  section  of  the  bin  is  usually 
approximately  parabolic,  and  spouts  attached  to  openings 
in  the  bottom  are  used  to  draw  off  the  contents. 

While  solid  steel  plates  are  often  used,  a  cheaper  modi 
fication  is  to  have  a  series  of  equidistant  steel  straps  bent 
into  the  suspension  form  and  attached  at  the  ends  to 
the  girders,  these  straps  being  strong  enough  to  carry 
the  weight  of  the  lining  and  the  material  placed  within 
the  bin.  The  lining,  which  is  either  plain  or  corrugated 
steel  plate,  is  laid  within  the  straps,  being  curved  to  fit 
them,  and  is  covered  inside  and  out  with  a  mixture  of 
cement  and  sand.  Such  a  construction  is  smooth,  fire 
resistant,  and  less  liable  to  corrosion  than  when  built 
with  exposed  plate. 
If  the  bin  has  either  a  flat  or  hopper  shaped  bottom, 


17 


BIN 


MATERIAL    HANDLING    CYCLOPEDIA 


BLO 


the  lining  must  be  carried  on  longitudinal  or  transverse 
beams  strong  enough  to  resist  the  bending  tendency. 
Bin  Bottom.  A  part  bolted  to  the  bottom  of  a  hopper 
or  bin  for  the  attachment  of  a  spout.  It  is  usually  a 
casting,  is  often  provided  with  a  gate  or  valve,  and 
with  a  turnhead  or  swiveling  connection  to  the  spout. 
The  latter  is  also  often  flexibly  connected  to  the  bin 
bottom,  so  that  it  may  be  swung  outward  in  any  direc 
tion  desired.  (See  Turnhead;  Spout,  Flexible.) 

When  shaped  to  fit  the  bottom  of  a  hopper,  it  is  often 
called  a  hopper  bottom,  the  term  bin  bottom  being  re 
served  for  the  form  fitted  to  the  flat  bottom  of  a  bin. 

Two-way  or  four-way  bin  bottoms  are  those  having 
two  or  four  separate  gates  which  may  be  operated  in 
dependently  to  deliver  material  to  as  many  compart 
ments  beneath. 

Block.  A  metal  or  wooden  frame,  or  shell,  containing 
one  or  more  pulleys  or  sheaves,  generally  set  side  by 
side  and  turning  freely  on  the  same  axis,  and  used  in 
connection  with  a  rope  as  a  means  of  hoisting  heavy 
weights.  If  two  or  more  sheaves  are  used,  they  are 
generally  separated  by  division  plates  similar  in  form 
to  the  outer  shell  or  cheeks. 

Portable  blocks,  portions  of  "block  and  tackle"  gear, 
generally  have  wooden  cheeks,  reinforced  by  metal.  They 
are  furnished  with  swiveling  or  fixed  eyes,  shackles  or 
hooks  depending  on  the  way  they  are  to  be  used  and 
supported.  (See  Block  and  Tackle.) 

Page  318. 

Large  blocks  used  for  heavy  loads  in  cranes  are  built 
entirely  of  metal.  The  sheaves,  of  which  there  may  be 
any  number,  are  often  on  ball  or  roller  bearings  for 
light  loads  and  on  hardened  steel  pins  and  bushings 
for  heavy  ones.  The  pin  is  of  forged  steel.  The  frame 
ma}'  be  of  cast  steel,  and  the  yoke,  which  connects  the 
frame  to  the  hook  or  eye  used  for  attaching  the  block 
to  the  load  or  hoist,  is  of  cast  or  forged  steel.  The 
frames  are  also  held  together  by  bolts  and  distance 
pieces. 

Single,  double,  triple,  etc.,  block,  refers  to  the  number 
of  sheaves. 

Block,  Bottom.  The  lower  block  of  the  two  in  a  block- 
and-tackle  hoist.  (Also  called  load  block,  fall  block, 
lower  block.) 

The  hook  is  usually  a  permanent  part  of  the  lower 
bottom  block,  and,  in  most  hoisting  machinery,  is  of 
the  swiveling  type,  mounted  on  ball  or  roller  bearings, 
with  hardened  steel  wearing  surfaces. 

Block,  Gin.  A  single  block  having  a  sheave  of  large 
diameter  to  give  ease  in  overhauling ;  used  where  a  hoist 
ing  operation  has  to  be  repeated  many  times,  as  in  load 
ing  or  unloading  cargo. 

Block,  Hook,  Shackle,  Swivel,  Plain,  etc.  Terms  signi 
fying  the  method  of  connection  of  a  block  to  its  sup 
port  or  load.  (See  Block.) 

Block,  Rotating.  An  upper  block  used  in  handling 
pieces  which  must  be  rotated  about  their  longitudinal 
horizontal  axis,  like  shaft  forgings,  etc.  It  usually  con 
sists  of  a  very  heavy  pitch  chain  passing  around  the  forg 
ing  at  the  bottom,  and  around  a  sprocket  wheel  at  the 
top,  which  is  mounted  in  a  frame  suspended  from  the  top 
hook.  This  sprocket  can  be  rotated  by  gearing  from 
an  electric  motor  also  mounted  on  the  frame.  As  the 
hook  is  usually  arranged  to  swivel  in  the  frame,  in 
addition,  collector  rings  are  provided  to  bring  power  into 
the  block.  Springs  are  also  often  built  into  the  frame 
to  decrease  shocks.  (Sec  Springs,  Shock.) 


Block,  Running.  A  single  sheave  block  supported  in 
a  bight  and  provided  at  the  bottom  with  a  load  hook. 

Block,  Snatch.  A  single  block,  generally  used  as  a 
guide  block,  and  having  one  side  of  the  frame  arranged 
with  a  hinge  and  lock  so  that  it  may  be  opened  to  allow 
the  bight  of  a  rope  to  be  placed  on  the  sheave,  without 
the  necessity  of  reeving  the  rope  end  through  the  block. 

Block,  Strap.  A  block  having  as  a  shell  or  casing,  two 
iron  straps  connected  by  distance  pieces  and  bolts,  and 
with  holes  for  the  sheave  pin. 

Block,  Upper.  The  upper  block  of  the  two  in  a  block- 
and-tackle  hoist.  In  cranes,  this  is  carried  by  the  trolley 
girt,  and  often  has  its  frame  specially  shaped  for  ease 
o£  attachment  to  it. 

Block-and-Block,  Chock-a-Block.  The  name  given  to 
the  condition  of  a  tackle  when  the  two  blocks  have  been 
drawn  together,  and  no  more  hoisting  can  be  done  with 
them. 

Block  and  Tackle.  A  mechanism  much  used  for  hoist 
ing,  consisting  of  two  pulley  blocks,  or  blocks,  as  they 
are  usually  called,  with  a  rope  rove  around  the  sheaves 
and  back  and  forth  between  the  two  blocks.  One  end 
of  the  rope  is  secured  or  "dead-ended"  to  one  of  the 
blocks  at  a  bccket  or  eye,  and  the  other  end  is  wound 
on  a  drum,  or  pulled  by  hand  or  other  means.  In  hoist 
ing,  the  upper  block  is  fastened  to  an  elevated  point  on 
a  crane,  trolley,  derrick,  etc. ;  the  lower  block  has  a  hook 
on  which  the  load  is  hung.  According  to  the  number  of 
pulleys  and  direction  the  free  end  is  led,  the  multiplying 
power  of  the  tackle  may  be  from  two,  up  to  any  number, 
neglecting  friction.  The  load  lifted  is  equal  to  the  pull 
on  the  free  end  multiplied  by  the  number  of  parts  of 
the  rope  that  support  the  load. 

Small  block  and  tackle  of  the  portable  type  usually 
have  wooden  or  wood  covered  blocks  with  lignum  vitae 
or  metal  sheaves,  and  manila  or  hemp  rope ;  larger  sizes, 
as  used  in  cranes,  have  steel  blocks  of  elaborate  construc 
tion  fitted  with  wire  rope.  Chain  is  sometimes  used, 
but  only  with  single  blocks. 

In  addition  to  hoisting,  this  mechanism  may  be  used 
for  exerting  a  pull  in  any  direction,  including  especially 
horizontal  haulage. 

Block  and  tackle  is  occasionally  used  in  a  reversed 
sense,  with  the  movable  pulley  attached  to  the  piston 
of  a  hydraulic,  steam  or  air  cylinder  capable  of  applying 
great  force,  and  the  free  end  of  the  rope  led  to  a  hoisting 
hook,  around  one  or  more  guide  sheaves  if  necessary,  and 
moved  through  a  considerable  distance,  though  at  the 
expense  of  lifting  power.  (See  Hoist,  Air  Cylinder.) 

Block  Carriage.  A  type  of  trolley  used  for  light  loads, 
having  two  sheaves  in  line  in  the  direction  of  motion 
of  the  trolley.  The  load  rope  or  chain  is  attached  to 
the  end  of  the  jib  (or  bridge),  passes  down  over  the 
nearer  trolley  sheave,  around  a  sheave  at  the  load  block, 
up  over  the  other  sheave,  and  along  the  jib  to  a  drum  at 
the  end,  or  around  another  fixed  pulley  and  down  to  a 
winch  drum  below.  The  trolley  may  be  racked  in  or 
out  without  vertical  movement  of  the  load. 

This  device  was  formerly  much  used,  before  the  ad 
vent  of  electrical  operation,  and  afforded  a  simple  and 
satisfactory  means  of  operating  a  hoist  on  a  movable 
trolley,  without  having  the  source  of  power  (steam 
engine,  man  power)  also  mounted  on  the  trolley.  It  is 
still  often  used  in  small  cranes,  and  in  some  traveling 
wall  cranes  of  good  size.  Sometimes  called  trolley  with 
pendent  sheave. 

Block  Fittings.  Special  straps,  swivels,  eyes,  shackles, 
bands,  etc.,  which  may  be  mounted  on  blocks  to  adapt 


18 


BLO 


DEFINITION    SECTION 


BOO 


them  to  special  purposes.  The  form  used  depends  on 
the  direction  the  block  is  to  face,  whether  it  is  to  have 
the  rope  dead-ended  on  it,  whether  it  must  swivel, 
he  easily  detached,  etc. 

Blower,  Rotary.  A  machine  for  compressing  air  con 
sisting  of  two  lobed  rotors  or  impellers  rotating  on 
parallel  shafts  in  a  casing  and  meshing  into  each  other 
in  such  a  way  that  air  is  caught  in  spaces  at  the  intake 
and  delivered  to  the  discharge  side  at  which  a  higher 
pressure  is  maintained.  It  is  suitable  for  pressures  from 
6  or.,  to  10  Ib.  and  is  much  used  for  producing  blast  for 
cupolas  and  furnaces,  where  the  delivery  of  a  constant 
quantity  of  air  under  varying  discharge  pressure  is  de 
sirable.  It  is  also  suitable  for  operating  pneumatic  tube 
conveying  installations. 

Body,  Motor  Truck.  A  wooden  or  metal  framework  or 
enclosure  designed  to  meet  the  requirements  of  the  load 
carried,  and  fastened  to  the  chassis ;  it  may  or  may  not 
include  the  driver's  seat,  wind  shield  and  other  parts 
provided  for  his  protection.  It  is  generally  mounted  on 
sills  to  bring  it  to  the  proper  level,  and  it  can  extend 
over  the  sides  and  the  rear  of  the  steel  framework  of 
the  chassis.  The  section  housing  the  driver  is  called  the 
call,  when  not  integral  with  the  body.  The  following 
forms  are  common.  1  Jump-body ;  hinged  to  the  chassis 
at  the  rear  and  arranged  to  lift  in  front.  Platform  body ; 
straight  or  curved  flooring  with  detachable  stakes  on  all 
sides.  Rack  body;  a  curved  or  straight  platform  with 
detachable  or  fixed  sides  made  of  a  lattice  of  vertical  and 
horizontal  slats.  Sections  of  the  side  are  often,  and  the 
tail  board  always,  made  removable,  and  canvas  tar 
paulin  is  used  as  a  cover  for  the  goods.  Express  body; 
built  with  a  canopy  top  made  of  canvas  laid  on  light 
slats  and  supported  by  four  or  more  uprights  of  wood 
or  metal,  and  provided  with  rack  sides,  wire  screens  or 
canvas  curtains  to  protect  the  goods.  Flare  boards  are 
usually  mounted  at  an  angle  at  the  top  of  the  fixed  side 
boards,  to  increase  the  carrying  capacity.  Closed  panel 
body;  entirely  enclosed  and  provides  complete  protection 
for  the  goods  carried.  The  larger  sizes  of  this  type  are 
called  van  bodies.  Refrigerating  equipment  is  some 
times  built  into  properly  lined  bodies  to  maintain  a  low 
temperature.  On  the  other  hand,  heat  from  the  ex 
haust  or  hot  water  from  the  cooling  system  may  be  used 
for  heating  when  desired. 
1'agi-  702. 

Boiler,  Vertical.  The  type  of  internally  fired  fire  tube 
boiler  commonly  used  in  operating  derricks,  locomotive 
cranes,  steam  winches,  etc.,  consisting  of  a  cylindrical 
shell  set  with  the  axis  vertical.  The  combustion  cham 
ber  or  fire  box  is  set  within  the  lower  part  of  the  shell 
and  surrounded  on  the  sides  by  a  narrow  water  space 
sometimes  termed  a  water  leg.  The  circular  bottom 
opening  is  closed  by  the  grate  bars  on  which  the  fire 
rests,  and  the  top,  called  the  lower  tube  sheet,  (or  some 
times  crown  sheet),  has  numerous  tubes  through  it  ex 
tending  to  the  upper  tube  sheet  at  the  top  of  the  boiler. 
Gases  pass  upward  through  these  tubes  and  out  of  the 
stack,  heating  the  water  surrounding  them.  Sometimes 
the  upper  tube  sheet  is  submerged,  or  placed  at  the  bot 
tom  of  a  chamber  formed  within  the  upper  part  of  the 
boiler  and  open  at  the  top,  the  water  level  being  above 
the  level  of  the  tube  sheet  and  within  the  annular  space 
surrounding  this  chamber. 

Xecessary  accessories  are :  the  fire  door,  closing  the 
opening  through  which  fuel  is  supplied;  the  gage  cocks 
and  water  column  by  which  the  level  of  the  water  in  the 


boiler  is  determined  in  two  ways ;  stop  and  safety  valves ; 
blow  off  cock;  steam  gauge;  smoke  stack  and  steam  jet 
or  blower. 

Bolt.  A  fastening  usually  consisting  of  a  metallic  bar 
with  a  head  or  collar  at  one  end  and  a  threaded  portion 
to  receive  a  nut  at  the  other.  This  type  is  sometimes 
known  as  a  through-bolt.  The  nut  may  be  omitted  and 
the  threaded  portion  screwed  directly  into  one  of  the 
parts  to  be  held,  when  it  is  called  a  tap  bolt  or  cap 
screw.  If  there  is  no  head  on  either  end,  but  one  end  is 
screwed  into  a  tapped  hole,  and  a  nut  is  placed  on  the 
other  end  after  the  part  to  be  attached  has  been  passed 
over  the  body  of  the  bolt,  is  called  a  stud.  If  both 
eiuN  arc  threaded  and  nuts  are  used  at  both  ends,  it  is 
called  a  stud-bolt. 

Bolt,  Eye.  A  fastening  consisting  of  a  bar  formed  into 
an  eye  or  ring  at  one  end,  with  or  without  a  shoulder 
at  the  junction  of  the  eye  with  the  shank,  and  threaded 
at  the  other  end  for  a  nut  or  for  screwing  into  a  threaded 
hole,  or  it  may  be  left  smooth  for  riveting. 

Bolt,  Foundation.  Long  iron  or  steel  rods  for  holding 
machines  to  their  masonry  foundations.  The  lower  end 
may  be  threaded  and  .provided  with  a  nut  and  large 
washer,  or  it  may  be  bent  over  L  shape;  the  upper  end 
is  generally  threaded  for  a  nut. 

Bolt,  Holding  Down.     See  Bolt,  Foundation. 

Bolt,  Key.  A  bolt  which  has  a  threaded  portion  at 
one  end  and  instead  of  a  head  at  the  other,  a  straight 
portion  with  a  slot  cut  through  it  to  receive  a  transverse 
key  or  cotter.  A  key  bolt  can  be  used  in  places  through 
which  it  would  not  be  possible  to  enter  a  bolt  with  a 
head,  as  in  a  method  of  supporting  an  I-beam  mono 
rail  runway  by  a  series  of  bolts  along  the  centerline  of 
the  beam  in  line  with  the  web. 

Bolt,  Ring.  An  eye-bolt  having  a  ring  worked  through 
the  eye. 

Bolt,  Through.  A  bolt  which  passes  completely  through 
holes  in  the  two  parts  to  be  bolted  together,  with  the 
bolt  head  on  one  side,  and  the  nut  on  the  other.  Dis 
tinguished  from  a  stud  or  tap  bolt.  (See  Bolt.) 

Boom.  The  principal  moving  part  of  a  kind  of  crane 
of  which  the  derrick  is  a  good  example.  It  is  a  long 
spar  or  strut,  of  wood  or  steel,  pivoted  or  hinged  at  one 
end  at  a  point  fixed  in  height  on  a  frame,  mast  or 
vertical  post,  and  with  its  other  end  supported  by  chains 
or  ropes.  The  load  is  carried  by  ropes  passing  over 
sheaves  at  the  boom  point,  and  there  is  no  trolley  or 
traveler  by  which  the  load  may  be  carried  in  or  out 
on  the  boom,  this  motion  being  accomplished  by  chang 
ing  the  boom  inclination. 

In  some  types  of  cranes  having  booms  the  mast  or 
pillar  is  very  short  compared  with  the  boom ;  in  these 
cases  the  boom  hoisting  gear  is  often  attached  part  way 
out  on  the  boom  instead  of  at  its  extreme  point.  The 
boom  may  also  be  curved  or  have  a  "goose-neck,"  and 
may  be  built  of  structural  shapes  in  such  a  way  that 
it  has  little  resemblance  in  appearance  to  the  ordinary 
derrick  boom.  (See  Crane.  Wrecking.)  If,  however, 
it  has  no  trolley,  can  revolve  about  or  with  the  mast 
or  post  to  which  it  is  hinged,  and  moves  the  load  radi 
ally  only  by  changing  its  own  inclination,  it  is  a  boom. 

Boom,  Extensible.     See  Jib,  Retracting. 

Boom,  Gooseneck.  A  crane  boom,  often  used  with  loco 
motive  cranes,  in  which  the  outer  part  is  bent  outward 
at  a  considerable  angle,  in  order  to  give  increased  clear 
ance  between  the  suspended  load  and  the  boom,  or  to 


19 


BOO 


MATERIAL    HANDLING    CYCLOPEDIA 


BOX 


enable   the   boom   to   reach   over  high   obstacles   like  the 
sides  of  freight  cars  without  being  made  excessively  long. 

Boom,  Latticed.  A  boom  made  of  rolled  structural 
shapes  laced  together  with  diagonal  steel  strips,  as  dis 
tinguished  from  one  which  consists  of  a  single  rolled 
member,,  or  several  riveted  directly  together.  By  separat 
ing  the  longitudinal  members  and  lacing  them  together, 
the  strength  and  stiffness  of  the  boom  are  increased  with 
out  a  corresponding  increase  in  the  weight. 

Boom,  Loading.  A  lowering  or  retarding  conveyor 
section  mounted  on  a  long  frame  having  a  horizontal 
hinge  at  its  upper  end,  and  used  to  lower  coal  to  the 
bottom  of  hopper  bottom  or  gondola  cars  in  loading 
operations  at  a  coal  tipple  or  elsewhere,  the  object  being 
to  avoid  breakage.  The  height  of  lower  end  is  con 
trolled  by  a  power  hoist,  and  it  is  gradually  raised  with 
the  level  in  the  car;  the  car  is  then  moved  along  the 
track  (generally  down  grade,  controlled  by  its  brakes  or 
by  a  car  rctarder),  the  boom  lowered  to  the  bottom 
and  a  new  pile  started.  Also  called  a  lowering  boom. 

The  loading  boom  is  usually  contained  in  a  building 
directly  over  the  loading  tracks,  and  receives  its  coal 
from  a  shaking  screen  or  picking  table.  A  moderately 
steep  slope  is  necessary  if  the  boom  is  to  distribute 
throughout  the  length  of  a  deep  hopper  bottom  car,  and 
this  may  necessitate  cleats  on  a  conveyor  belt,  or  beads 
or  ridges  on  the  plates  of  an  apron  type  of  conveyor, 
or  even  shallow  buckets. 

Also,  a  portion  of  a  machine  used  for  loading  coal 
into  vessels.  A  car  dumper  discharges  coal  into  the 
hopper  of  a  loading  tower.  From  the  hopper  the  coal 
passes  onto  a  conveyor  carried  on  a  hinged  boom;  at 
the  end  of  the  boom  it  is  dumped  down  a  telescopic  chute 
with  a  quarter  turn  swiveling  elbow  at  its  end,  through 
which  the  coal  can  be  discharged  in  any  direction  in  the 
hold  of  the  vessel,  making  hand  trimming  unnecessary. 

Boom,  Lowering.     See  Boom,  Loading. 

Boom,  Luffing.  A  boom  which  can  have  its  inclination 
changed,  the  outer  end  or  point  being  raised  or  lowered. 
Sometimes  called  a  ligting  boom.  (See  Crane,  Luffing.) 

Boom,  Parabolic.  A  locomotive  crane  boom  which  has 
its  side  members  curved  in  an  approximately  parabolic 
curve,  for  the  purpose  of  gaining  uniform  strength 
throughout  the  length  of  the  boom,  to  resist  stresses 
caused  by  slewing.  (See  Beam  of  Uniform  Strength.) 

Boom,  Retracting.     See  Jib,  Retracting. 

Boom,  Shovel.     See  Shovel  Boom. 

Boom,  Tie-rod.     See  Boom,  Trussed. 

Boom,  Trussed.  A  boom  which  has  its  straight  main 
member  stiffened  by  tie  rods  running  from  end  to  end, 
and  passing  over  short  perpendicular  struts  or  king  posts 
near  the  middle.  The  tie  rods  are  tightened  as  desired 
by  turnbuckles.  The  construction  is  generally  applied  to 
wooden  booms,  but  steel  booms  consisting  of  a  single 
I-beam  may  be  similarly  stiffened  against  side  yielding. 
A  single  truss  is  often  placed  below  a  wooden  boom  to 
prevent  sagging  due  to  its  weight. 

Trussed  wooden  booms  may  be  made  in  two  parts,  as 
the  tie-rods  can  be  adjusted  to  prevent  bending  and  keep 
it  straight.  Also  called  Tie-rod  Boom. 

Boom  Band.  An  iron  band  encircling  a  wooden  derrick 
boom,  and  furnished  with  an  eye  or  other  means  by 
which  a  rope,  block  or  other  part  may  be  attached  to 
the  boom. 

Boom  Fall.     See  Topping  Lift. 

Boom  Fittings.     See  Fittings,  Derrick. 

Boom  Heel.  The  lower  end  of  a  boom  where  it  is 
pivoted  to  the  mast  or  pillar. 


Boom  Point.  The  upper  or  outer  end  of  a  boom,  fur 
thest  away  from  the  pivoted  end. 

Boom  Seat.  The  metal  fitting  or  socket  at  the  base  of  a 
derrick  mast  which  receives  the  heel  of  the  boom  and 
permits  the  inclination  of  the  boom  to  be  changed  (See 
Derrick  Bottom.) 

Boom  Suspension.     See  Topping  Lift. 

The  term  is  also  applied  to  the  tics  by  which  crane 
or  dredge  booms  of  fixed  inclination  are  attached  to  the 
top  of  the  mast  or  A-frame. 

Boom  Swinger,  Boom  Slewer.  See  Winch,  Derrick 
Slewing. 

Boom  Table.  An  outrigger  or  shelf  built  around  a  der 
rick  mast  or  post  to  support  the  heels  of  a  number  of 
booms.  This  is  necessary  when  several  booms  are  used, 
in  order  to  provide  proper  clearance.  Used  principally 
on  shipboard  in  connection  with  cargo  handling  gear. 

Booster.  A  short  section  of  inclined,  power  driven, 
apron,  belt,  power  roller  or  roller  push  bar  conveyor, 
used  for  raising  packages  to  the  high  end  of  a  gravity 
conveyor,  down  which  they  move  by  gravity.  Several 
boosters  may  be  inserted  at  intervals  in  a  long  line  of 
gravity  conveyors,  whenever  the  grade  brings  the  run 
way  too  close  to  the  floor  level.  Such  a  line  would  then 
consist  of  a  series  of  gravity  conveyors,  with  power 
driven  boosters  at  regular  intervals  furnishing  the  power 
to  lift  the  packages  to  the  top  of  each  gravity  section. 
With  this  arrangement  there  is  no  limit  to  the  horizontal 
distance  which  can  be  covered  by  a  gravity  conveyor, 
and  in  addition  passageways  can  be  arranged  beneath 
the  runway,  or  it  can  be  carried  over  obstacles. 

Each  booster  usually  has  its  own  power  unit.  Where 
portable  gravity  sections  are  used,  the  boosters  are  also 
portable,  and  are  often  merely  portable  elevator-convey 
ors  temporarily  placed  in  the  conveyor  run. 

In  order  to  properly  support  the  belt  of  a  belt  booster 
at  the  lower  gooseneck  where  packages  first  come  into 
contact  with  it  from  the  roller  conveyor,  the  rollers  are 
spaced  closely  together,  or  smooth  steel  plates  are  used 
beneath. 
Also  called  live  conveyor,  humper  and  booster  elevator. 

Booster,  Push  Bar.  A  booster  consisting  of  a  short 
inclined  section  of  push  bar  conveyor,  which  will  re 
ceive  packages  delivered  to  its  lower  end  by  a  gravity 
roller  (or  other)  conveyor,  or  by  a  loading  platform, 
elevate  them  by  sliding  them  up  the  runway  bed  between 
power  driven  push-bars,  and  deliver  them  to  another 
conveyor. 

Booster  Steam  Unit.  The  name  given  to  a  fitting  con 
taining  steam  jets  to  give  additional  propelling  action 
in  steam  jet  ash  conveyors,  where  the  discharge  line  is 
so  long  or  has  so  many  curves  that  the  resistance  is 
greater  than  can  be  overcome  by  the  principal  steam 
unit.  In  straight  runs  of  pipe  two  jets  on  opposite  sides 
of  the  pipe  are  used  to  prevent  the  flow  from  being  de 
flected  against  one  side  of  the  pipe.  At  elbows  only 
one  jet  is  necessary,  as  it  can  deliver  directly  into  the 
center  of  the  discharge  run. 

Boston  Tower.     See  Tower,  Horizontal  Boom. 

Box.  A  cubical  or  rectangular  container,  usually  closed 
by  a  lid  which  may  or  may  not  be  hinged  and  which  may 
be  fastened  by  various  means.  Special  forms  of  boxes 
are  called  chests,  trucks,  tanks,  etc. 

Box  End,  Crane.  An  overhead  travelling  crane  end 
truck  built  up  of  plates  and  rolled  structural  sections  in 
box  section  form.  (See  Crane  End  Truck.)  It  carries 
one  end  of  the  bridge  girders. 


20 


BRA 


DEFINITION    SECTION 


BRA 


Brace.  A  structural  member  placed  diagonally  between 
and  near  the  junction  of  two  other  members,  to  stiffen 
their  connection.  Also  a  strut,  or  compression  member. 

Bracket.  A  triangular  plate  or  frame  placed  at  the  angle 
of  crossing  or  joining  of  two  pieces,  to  stiffen  their  con 
nection;  a  brace.  A  triangular  plate  or  frame  fastened 
against  a  wall  to  support  either  a  weight  at  its  project 
ing  apex,  or  a  platform  laid  along  its  top. 

Bracket,  Post.  One  of  the  two  hinge  plates  of  a  bracket 
jib  crane,  arranged  in  the  form  of  a  pad  to  fit  partly 
around  a  post,  and  to  be  secured  to  it  by  bolts. 

Also,  in  a  tower  derrick,  one  of  the  two  step  bearings 
for  holding  the  top  and  bottom  of  the  mast,  allowing  it 
to  rotate,  and  securing  it  to  the  corner  post  of  the  tower. 
Known  as  top  and  bottom  post  brackets. 

Brake.  A  mechanism  in  which,  by  means  of  the  pres 
sure  of  one  part  rubbing  against  another  causing  fric 
tion,  the  relative  motion  of  the  two  parts  may  be  di 
minished  or  stopped  entirely.  In  the  majority  of  cases 
the  brake  acts  on  a  rotating  part,  controlling  its  speed 
of  rotation.  Its  function  is  primarily  to  absorb  the  me 
chanical  energy,  change  it  into  heat  and  get  rid  of  it 
by  radiation,  therefore  for  heavy  work  the  ability  of 
the  mechanism  to  radiate  the  heat  is  exceedingly  im 
portant.  Various  materials  are  used  for  the  rubbing 
surfaces,  depending  on  the  relative  importance  of  low 
cost,  durability,  reliability,  compactness,  relative  speeds 
of  rubbing  surfaces,  frequency  of  use  and  size  and  im 
portance  of  the  machine.  For  slow  speeds,  and  where 
large  pressures  must  be  exerted,  cast  iron,  wood  or 
bronze  blocks  or  steel  or  iron  bands  are  used  on  steel 
or  cast  iron  rubbing  surfaces ;  for  high  speeds  and 
lighter  pressures  one  of  the  rubbing  surfaces  is  often 
faced  with  fibrous  material  called  a  brake  lining. 

Brakes  may  be  classified  in  several  ways,  according 
to  the  form  taken  by  the  element  which  is  pressed  against 
the  rotating  part  as  band,  disc,  cone,  block,  post ;  ac 
cording  to  the  force  used  for  applying  as  hand,  foot, 
spring,  gravity,  air,  steam,  solenoid,  magnetic,  automatic ; 
according  to  the  mechanism  for  applying  the  pressure, 
as  lever,  toggle,  screw,  differential ;  and  according  to  the 
use  made  in  the  machine  as  one-way,  two-way,  emergency, 
safety,  lowering,  holding,  self-locking,  self-releasing  and 
power  releasing. 

Brake,  Band.  A  brake  in  which  the  element  by  which 
force  is  applied  takes  the  form  of  an  internally  expand 
ing  or  externally  contracting  band  of  flat  or  V-shaped 
cross  section.  Flat  bands  are  often  lined  with  fibrous 
material,  or  with  wooden  blocks;  V-bands  may  have 
linings  of  wooden  or  bronze  blocks  formed  in  the  V- 
shape.  Brakes  made  of  plain  flat  bands  are  often  called 
strap  brakes. 

The  pressure  against  the  drum  is  usually  produced  by 
tension  in  the  band,  and  this  is  caused  by  a  lever  act 
ing  on  the  ends  of  the  band.  One  end  of  the  band  may 
be  fixed  and  the  other  attached  to  the  lever,  or  both 
ends  may  be  attached  to  the  lever  on  opposites  of  the 
fulcrum,  but  at  different  distances  from  it;  this  is  called 
a  differentia!  brake,  and  with  proper  dimensions  will 
act  as  a  one-way  brake. 

Brake,  Block.  A  brake  in  which  a  rigid  block  is  fitted 
to  the  face  of  a  rotating  wheel  and  forced  against  it 
in  order  to  exert  a  braking  effect.  In  simple  forms,  the 
block  is  pressed  against  the  wheel  by  a  lever ;  where 
braking  can  be  done  on  two  adjacent  wheels  as  in  rail 
way  cars,  the  two  blocks  may  be  placed  between  the 
wheels  and  pressed  apart  by  a  toggle  arrangement.  A 


single  block  brake  produces  pressure  on  the  wheel  shaft 
when  applied. 

When  two  blocks  are  applied  on  opposite  sides  of  the 
wheel  and  pulled  together  to  exert  the  braking  effect, 
they  are  called  double  block,  clam-shell,  clasp  or  post 
brakes.  In  the  clam-shell  type  the  two  blocks  are  hinged 
together  at  their  adjacent  ends  at  a  fixed  point  and  the 
other  ends  are  drawn  together  by  lever  operated  toggles; 
in  the  post  brake  the  blocks  arc  separately  supported 
on  the  foundation  or  machine  frame,  usually  standing 
vertically,  and  are  pulled  together  by  toggle-operated 
levers  at  their  tops  and  bottoms. 
Brake,  Clam-shell.  See  Brake,  Block. 
Brake,  Coil.  A  type  of  brake  used  in  cranes  as  a  lower 
ing  brake,  consisting  of  a  helical  steel  or  bronze  coil 
of  rectangular  cross-section,  fitting  inside  of  a  casing 
and  outside  of  a  drum.  One  end  of  the  coil  is  fastened 
to  a  disc  which  is  keyed  to  the  motor  shaft  at  one  end 
of  the  drum ;  the  other  end  of  the  coil  is  fastened  to 
the  other  end  of  the  drum,  and  the  drum  is  keyed  at 
this  same  end  to  the  shaft  on  which  is  located  the  pinion 
driving  the  winding  or  hoisting  drum.  The  outer  casing 
is  free  to  revolve  in  one  direction,  that  for  hoisting, 
but  a  ratchet  prevents  reverse  rotation. 

In  hoisting,  the  motor  turns  the  disc  in  such  a  direc 
tion  that  it  expands  the  coil  against  the  inside  of  the 
casing,  rotating  it  and  also  the  brake  drum  by  reason 
of  its  connection  at  the  far  end;  thus  all  parts  move  as 
one,  and  the  hoisting  drum  is  rotated  by  the  pinion. 
When  power  is  shut  off  of  the  motor,  the  ratchet  keeps 
the  casing  from  rotating  backward,  and  the  load  is  held. 
If  the  motor  is  run  in  the  lowering  direction,  the  disc 
tightens  turn  after  turn  of  the  coil  onto  the  drum,  until 
the  friction  of  the  remaining  ones  pressing  against  the 
inside  of  the  casing  is  insufficient,  and  can  be  overcome 
by  the  load  tending  to  rotate  the  drum  backward.  When 
this  happens,  the  coil  is  immediately  expanded  again, 
arresting  the  motion.  During  lowering  this  action  is 
continuous. 

The  casing  is  made  tight  and  filled  with  oil,  lubricat 
ing  all  parts.  Lugs  are  often  placed  on  both  the  disc 
and  the  brake  drum  so  that  they  will  come  into  contact 
in  case  the  coil  is  broken,  and  loads  can  be  handled ; 
some  other  brake  must  then  be  used  for  lowering. 
Brake,  Cone.  A  brake  in  which  two  concentric  conical 
surfaces,  one  on  a  rotating  part  and  one  fixed,  and  one 
fitting  within  the  other,  can  be  pressed  together  for 
braking  purposes.  The  angle  may  be  such  that  only  a 
small  amount  of  axial  pressure  will  be  required  to  pro 
duce  a  large  amount  of  friction,  but  should  not  stick, 
or  require  a  pull  to  disengage  the  parts.  Multiple  coni 
cal  surfaces  may  be  used  on  the  same  discs,  but  at  dif 
ferent  radial  distances,  or,  a  preferable  arrangement  is 
an  assemblage  of  single  conical  pieces  on  the  same  shaft, 
alternate  ones  being  'keyed  to  the  shaft  and  to  the  sur 
rounding  casing.  A  slight  axial  pressure  will  then  pro 
duce  a  large  amount  of  friction  on  account  of  the  many 
surfaces.  This  is  called  a  multiple  cone  brake. 
Brake,  Disc.  A  brake  in  which  a  flat  disc  is  mounted 
concentrically  with  a  corresponding  flat  surface  of  the 
part  to  be  controlled,  and  which  can  be  moved  axially 
and  pressed  against  it  for  braking  purposes.  The  ar 
rangement  is  often  modified  so  that  the  fixed  disc  is 
squeezed  between  two  surfaces  on  the  rotating  part,  giv 
ing  double  the  braking  effect  for  the  same  axial  pressure. 
A  further  extension  of  the  same  principle  leads  to  an 
assemblage  of  discs  on  one  axis,  alternate  ones  being 
fixed  to  the  shaft  and  to  the  containing  casing;  slight 


21 


BRA 


MATERIAL    HANDLING    CYCLOPEDIA 


BRI 


longitudinal  pressure  will  produce  a  large  amount  of 
friction  on  account  of  the  numerous  surfaces.  These 
are  called  multi-disc,  multiple  disc  or  multiple  washer 
brakes;  the  principle  is  the  same  as  used  in  the  Weston 
clutch. 

Brake,  Electric.  See  Brake,  Solenoid ;  Brake,  Magnetic ; 
Electric  Braking,  Electrical  Definitions. 

Brake,  Load.     See  Brake,  Lowering. 

Brake,  Lowering.  A  type  of  brake  much  used  in  cranes 
and  other  hoisting  machinery,  designed  to  keep  the  load 
from  descending  if  the  hoisting  effect  be  removed,  and 
to  require  an  actual  reversal  of  the  direction  of  rotation 
of  the  hoisting  motor  to  accomplish  lowering.  The  brak 
ing  elements  are  of  the  cone,  disc  or  multiple  disc  types ; 
the  driving  effort  is  usually  delivered  from  the  motor 
through  one  part  of  the  brake  which  is  threaded  onto 
a  screw  attached  to  a  second  part  which  drives  the  hoist 
ing  drum.  Between  the  friction  surfaces  of  these  two 
is  a  third  part  which  has  a  ratchet  and  can  rotate  freely 
in  one  direction  only.  In  hoisting,  part  one  moves  along 
the  screw  on  part  two,  pressing  the  friction  surfaces 
together  harder  and  harder  until  they  start  to  move  as 
one,  the  ratchet  on  part  three  permitting  this.  There  is 
no  slipping  during  the  hoisting  operation.  If  the  motor 
power  is  cut  off  and  the  motor  comes  to  rest,  the  ratchet 
prevents  part  three,  and  therefore  the  drum  and  motor, 
from  being  rotated  backward,  and  the  load  is  held.  If 
the  motor  is  rotated  by  power  in  a  lowering  direction, 
it  first  starts  to  move  part  one  along  the  screw  away 
from  part  two ;  this  removes  the  pressure  from  the  fric 
tion  surfaces,  and  the  drum  starts  to  turn  in  a  direc 
tion  to  lower  the  load.  This  action,  however,  imme 
diately  screws  the  two  parts  together  again,  restoring 
the  pressure  on  the  friction  surfaces  until  the  braking 
effect  is  equal  to  the  torque  of  the  load,  and  it  comes 
to  rest.  During  lowering,  this  action  is  continuous,  and 
the  load  is  kept  from  lowering  faster  than  the  speed 
corresponding  to  that  of  the  motor,  without  the  latter 
being  in  any  way  driven  or  "overhauled"  by  the  load. 
The  ratchet  holds  part  three  in  a  fixed  position  during 
lowering. 

The  mechanism  is  arranged  in  numerous  ways,  but 
always  involves  the  three  parts,  a  screw  or  equivalent 
cam-shaped  or  helical  surfaces,  a  ratchet  and  ring  and 
friction  surfaces.  Also  called  screw  brake,  mechanical 
brake,  load  brake. 

Brake,  Magnetic.  A  brake  in  which  the  eddy-currents 
produced  in  copper  or  aluminum  discs  by  the  movement 
of  one  or  more  magnets  having  motion  relative  to  each 
other,  is  used  to  produce  a  retarding  effect  on  the  rotat 
ing  part.  Either  magnets  or  discs  can  be  rotating,  and 
the  amount  of  braking  may  be  controlled  by  the  strength 
of  the  field  produced  by  the  electro-magnets.  This  de 
vice  is  expensive  and  complicated,  and  will  not  act  satis 
factorily  to  hold  the  load  in  a  fixed  position. 
Also  called  an  eddy-current  brake. 
Page  713. 

Brake,  Mechanical.     See   Brake,   Lowering. 

Brake,  One-way.  A  brake  which  is  automatically  ap 
plied  whenever  a  shaft  starts  to  reverse  its  direction  of 
rotation,  but  which  offers  no  resistance  to  forward  run 
ning,  whether  under  power  or  "drifting."  A  solenoid 
brake  for  hoisting  motor  may  be  made  a  one-way  brake 
by  a  suitable  arrangement  of  the  levers  between  the 
plunger  and  the  brake,  and  will  allow  drifting  in  one 
direction  only.  An  ordinary  band  brake  with  its  ends 
connected  to  a  lever  at  different  distances  on  opposite 
sides  of  the  pivot  called  a  differential  brake,  will  also 


act  as  a  one-way  brake.  A  spring  exerts  a  slight  pull 
in  the  direction  of  application;  forward  rotation  relieves 
practically  all  the  friction  due  to  this  spring. 

Friction  ratchets  (see  Ratchet  and  Wheel)  also  pre 
vent  reverse  rotation,  but  act  practically  instantaneously 
and  allow  no  slipping  whatever;  one  way  brakes  are  less 
violent  in  their  action  and  may  be  set  to  act  as  strongly 
as  desired. 

Also  called  irreversible  or  single  way  brakes. 

Brake,  Pinion.  A  brake  applied  to  the  pinion  shaft  of 
a  hoist. 

Brake,  Post.  A  form  of  double  block  brake  in  which 
the  blocks  or  shoes  are  placed  on  opposite  sides  of  the 
wheel,  in  a  vertical  position,  and  are  supported  at  points 
near  their  centers  or  at  their  lower  ends  by  ties  or 
struts  to  the  foundation.  The  blocks  or  posts  are  con 
nected  at  the  top  and  bottom  by  ties  in  which  there  is 
an  adjustable  toggle  connection  by  which  the  posts  can 
be  drawn  together  against  the  drum.  The  toggle  lever 
may  be  worked  by  hand  or  foot,  by  a  piston  in  an  air  or 
steam  cylinder,  by  gravity  or  by  a  solenoid,  a  common 
and  safe  arrangement  being  to  have  the  brake  applied 
by  gravity  and  released  by  some  power  means,  so  that 
any  failure  of  the  power  will  result  in  the  hoist  coming 
to  a  standstill  rather  than  running  free. 

The  rubbing  surfaces  of  the  posts  are  usually  lined 
with  wood  blocks ;  if  metal  to  metal  contact  exists,  the 
post  may  be  water  cooled. 

Post  brakes  are  inherently  two-way  brakes,  that  is, 
they  exert  their  braking  effort  equally  in  either  direc 
tion  of  rotation. 

Brake,  Prony.  A  form  of  absorption  dynamometer 
consisting  of  pulley,  drum  or  brake  wheel  driven  by  the 
machine  which  is  to  have  its  output  measured,  with  a 
band  or  block  brake  applied  to  it.  The  brake  is  sup 
ported  in  such  a  manner  that  its  tendency  to  rotate  with 
the  wheel  can  be  measured,  and  from  this  force,  the  ra 
dius  at  which  it  is  applied  and  the  speed  of  rotation, 
the  power  developed  can  be  measureed. 

Brake,  Screw.     See  Brake,  Lowering. 

Brake,  Solenoid.  A  brake,  usually  of  the  band  type, 
which  is  operated  by  the  force  exerted  by  an  electric 
solenoid  on  its  plunger  or  core.  It  is  customary  to  have 
one  of  these  brakes  on  the  driving  motor  shaft  of  hoist 
ing  machinery,  so  arranged  that  the  braking  effort  is 
applied  by  springs,  but  is  relieved  by  passing  the  main 
hoisting  current  through  the  solenoid.  Thus  any  inter 
ruption  of  the  motor  current,  intentional  or  otherwise, 
will  cause  the  brake  to  be  immediately  applied,  and  may 
prevent  accident. 
Page  713. 

Breaking  Pin,  Break  Pin.  A  pin  used  as  a  fastening 
at  some  point  in  a  machine  where  it  can  be  easily  re 
placed,  and  intentionally  made  weak  so  that  it  will  break 
under  excessive  stress,  and  save  the  machine  from  being 
wrecked  by  an  accidental  overload. 

Bridge.  To  arch  across  or  pack  so  as  to  stop  flow; 
said  of  bulk  material  in  a  hopper  or  bin  from  which  it 
is  drawn  off  at  the  bottom. 

Bridge,  Ore.  A  term  sometimes  applied  to  a  cantilever 
gantry  crane  especially  adapted  to  handling  iron  ore  to 
and  from  storage.  (See  Gantry,  Cantilever  Bridge; 
Crane,  Bridge  Storage.) 

Bridge,  Pick-up.  A  term  sometimes  applied  to  a  bridge 
crane  spanning  a  storage  space  for  bulk  material  like 
ore  and  coal,  and  used  as  a  means  of  reclaiming  the  ma 
terial  by  lifting  and  conveying  it  by  a  grab  bucket  or 
by  other  means.  The  same  bridge  is  usually  the  means 


22 


BRI 


DEFINITION    SECTION 


BUG 


of   placing   the   material    into   storage   in   the    first   place. 
(See  Crane,   Bridge   Storage.) 

Bridge,  Rehandling,  Stocking,  Stocking  and  Reclaiming, 
Ore,  Etc.  See  Crane,  Bridge  Storage. 

Bridge  Crane.     Sec  Crane,  Bridge. 

Bridge  Drive.  The  motor,  gearing,  brake,  shafting,  and 
wheels  by  which  the  bridge  of  a  traveling  crane  of  the 
overhead  or  the  gantry  type  is  driven.  One  of  the  most 
important  requirements  of  this  drive  is,  that  it  shall 
move  both  ends  at  the  same  rate  of  speed.  As  the  only 
resistances  are  rolling  and  axle  friction,  small  power  is 
needed,  but  on  account  of  possible  settling  and  uneven- 
nesses  of  the  runways,  and  also  on  account  of  possible 
lack  of  "squareness"  on  the  runways,  with  the  consequent 
binding  of  the  wheels  on  the  track,  considerable  excess 
power  must  be  provided. 

The  motor  is  usually  mounted  on  the  bridge  drive 
girder,  at  or  near  the  middle  of  the  span,  in  order  to 
equalize  the  effect  of  the  twist  of  the  shafting  on  the 
two  ends  of  the  bridge.  There  is  usually  a  single  gear 
reduction  at  the  motor,  and  sometimes  a  double  reduc 
tion.  A  further  reduction  takes  place  at  the  end  truck 
wheels,  where  pinions  on  the  bridge  drive  shaft  mesh 
with  gears  attached  to  the  wheels. 

Bridge  End,  Bridge  Truck.     See  Crane,  End  Truck. 

Bridge  Tramway.     See  Crane,  Bridge  Storage. 

Bridge  Unloader.     See  Unloader,  Bridge  Type. 

Buck,  to  Break.  To  divide  up  or  parcel  out  a  material 
which  has  been  in  a  bulk  state,  either  for  purposes  of 
transportation  or  distribution.  A  grab  bucket  unloading 
a  coal  barge  breaks  bulk  once  if  it  delivers  the  coal 
directly  to  the  storage  pile;  bulk  is  broken  twice  if  the 
coal  is  dumped  into  a  temporary  storage  bin  from  which 
it  is  removed  by  another  grab  bucket  on  a  storage  bridge. 

Buck  Scraper.     See  Scraper,   Buck. 

Bucket.  A  container  for  temporarily  holding  quantities 
of  material  in  bulk  while  being  conveyed  from  one  point 
to  another.  They  may  be  classified  according  to  the 
method  of  filling,  as  top-filling  buckets,  bottom-filling  or 
grab-buckets,  and  drag  or  drag-line  scraper  buckets ; 
according  to  the  method  of  dumping,  as  bottom-dumping, 
including  grab-buckets,  and  top-dumping  or  turn-over 
buckets ;  according  to  the  controllability  of  discharge,  as 
bulk  or  automatic-discharge,  or  controllable-discharge; 
according  to  the  form,  as  rectangular,  flaring,  round, 
etc. ;  and  according  to  the  material  or  use  for  which  they 
are  especially  designed,  as  coal,  ore,  concrete,  water,  ex 
cavating,  handling,  mining,  etc.  They  are  sometimes 
provided  with  casters  for  rolling  on  the  floor,  and  usually 
have  a  bail  or  rope  attachment  for  handling  by  a  crane, 
cableway,  or  some  special  form  of  hoisting  device. 
Page  301. 

Bucket  Back  Plate.  The  steel  plate  forming  the  back 
of  a  shell  of  a  clam-shell  grab  bucket.  Its  height  is  de 
pendent  upon  the  nature  of  the  material  to  be  lifted  and 
the  action  of  the  closing  mechanism.  It  is  omitted  in 
some  types  of  scraper  buckets. 

Bucket,  Bottom-Dump.  A  bucket  which  is  emptied  by 
opening  or  removing  the  bottom  to  allow  the  load  to 
drop  out.  Strictly  speaking,  grab-buckets  are  included  in 
this  classification,  but  the  term  is  usually  applied  to 
buckets  having  sides  which  are  vertical  or  slightly  flaring 
downward,  and  a  removable  bottom  in  one  or  more  parts. 
One  type  has  a  bottom  consisting  of  a  door  hinged  at 
one  side  and  kept  closed  by  a  latch  which  is  released  to 
allow  dumping.  Another  type,  rectangular  in  form,  has 
two  doors  meeting  along  the  middle  of  the  bottom,  which 


in  dumping  move  outward  and  downward  under  the  con 
trol  of  a  linkage.  (See  Bucket,  Controllable-Discharge; 
Bucket,  Center  Dump.)  Another  type,  called  a  gable 
bottom  bucket,  has  two  bottom  doors  meeting  in 
an  elevated  ridge  along  the  center,  and  opening 
downward  and  toward  each  other  under  the  con 
trol  of  a  linkage,  dumping  at  the  two  sides  of  the  bottom. 
Still  another  type  is  composed  of  two  halves  hinged  at 
the  top,  something  like  a  clam-shell  bucket,  but  without 
the  digging  power  possessed  by  this  type.  (See  Bucket, 
Split.) 

Page  311,  812-814. 

Bucket  Bottom  Plate.  The  steel  plate  forming  the  bot- 
tuni  of  a  shell  of  a  clam-shell  grab-bucket.  It  is  often 
reinforced  with  longitudinal  strips  to  take  the  wear. 

Bucket,  Center-Dump.  A  bottom  dumping  bucket 
which  has  two  doors  meeting  along  the  middle  of  the 
bottom,  which  when  released  move  outward  and  down 
ward  under  the  control  of  a  linkage,  discharging  the 
load  through  a  middle  longitudinal  opening.  The  bucket 
is  often  operated  by  two  ropes,  one  being  attached  to  a 
bail  fixed  to  the  body,  and  the  other  to  a  sliding  bail 
attached  to  the  bottom  door  linkage.  Hoisting  on  the 
latter  closes  the  doors,  and  lifts  tl'e  bucket  by  force 
applied  directly  to  the  bottom.  Relafive  motion  of  the 
two  ropes  can  be  made  to  open  the  buvket  to  any  extent 
desired.  (See  Bucket,  Controllable-U'scharge.)  The 
doors  may  also  be  operated  by  hand  leve.'s. 

When  intended  for  concrete  handling,  it  is  often  called 
a  controllable-form  bucket.  It  has  legs  to  hold  it  up 
right  when  resting  on  the  ground,  and  to  supprrt  it  when 
resting  on  the  form,  so  as  to  prevent  movement  while 
being  discharged. 

Bucket,  Clean-up.  A  grab  bucket,  usually  of  the  clam 
shell  type,  which  is  especially  designed  to  recover  all  the 
material  from  the  space  in  which  it  is  working,  as  the 
hold  of  a  ship,  and  leave  the  floor  practically  clean, 
without  hand  shoveling.  These  buckets  have  a  very 
long  reach,  the  lips  are  straight  and  close  together 
tightly,  and  turntables  are  often  used  on  the  trolleys 
from  which  they  are  operated  to  enable  them  to 
reach  every  point  of  the  floor  space.  They  are  often 
used  in  the  holds  of  ships  carrying  ore  or  coal,  and 
follow  after  the  regular  unloading  grab  bucket.  Also 
called  a  "clean-up  clam." 

Bucket,  Clam-shell.  A  grab-bucket  in  which  the  bowl 
is  formed  by  two  parts  which  close  together  like  the 
shells  of  a  clam,  as  distinguished  from  the  orange-peel 
bucket,  in  which  three  or  four  segments  come  together 
at  a  point  to  make  a  truly  spherical  bowl. 

The  two  parts  of  the  bowl  are  termed  shells,  scoops, 
spades,  bowls  or  blades.  They  are  of  various  forms  dif 
fering  in  details,  but  all  have  flat  or  nearly  flat  sloping 
bottoms  and  straight  cutting  edges,  with  the  backs  or 
back  plates  turned  upward,  and  the  sides  sharply  bent  up 
at  right  angles.  They  are  connected  by  arms  formed  as 
suitable  stiffened  continuations  of  the  ends,  pivoted  to 
gether  to  a  hinge  shaft,  or  separately  to  a  lower  head. 
Corner  arms  (also  called  corner  bars,  links,  purchase 
arms)  from  the  back  corners  of  the  shells  are  pivoted 
together  or  to  the  top  head  at  their  upper  ends,  and  the 
closing  gear  usually  works  by  powerfully  pulling  the 
hinge  shaft  or  the  lower  head  toward  the  upper  head. 
(For  arrangements  of  closing  gear,  see  Bucket,  Grab; 
for  methods  of  supporting  and  operating,  see  Bucket, 
Single- rope,  Two-rope,  Three-rope,  Four- rope.) 
Two-rope  grab-buckets  usually  have  their  ropes  in  the 


23 


BUG 


MATERIAL    HANDLING    CYCLOPEDIA 


BUG 


plane  of  opening  and  closing.  The  position  at  right  an 
gles  may  be  secured  by  a  different  arrangement  of 
sheaves  in  the  boom  point,  trolley  or  traveler,  or,  m  one 
or  two  types  of  buckets,  by  guide  sheaves  at  the  bucket 
head. 

Page  305,  809-816,  829. 

Bucket  Closing  Cam.     See  Bucket,  Power-Wheel. 

Bucket  Closing  Chain,  Yoke  End.  A  special  arrange 
ment  of  flat  closing  chain  for  a  power-wheel  grab-bucket, 
which  is  divided  for  a  portion  of  its  length,  the  two 
smaller  portions  being  connected  to  the  larger  by  a  yoke, 
used  to  give  greater  closing  power  when  the  bucket  is 
nearly  closed.  (See  Bucket,  Power-Wheel.) 

Bucket,  Concrete  Elevator.  A  special  tipping  bucket 
used  to  elevate  concrete  in  a  temporary  tower  in  the 
course  of  construction  work,  from  which  it  is  dumped 
into  a  receiving  hopper  and  distributed  by  carts,  chutes, 
etc.  Some  types  are  so  shaped  that  they  tend  to  tip  for 
ward  all  the  time,  but  are  prevented  from  doing  so  by 
a  board  along  which  slides  a  shoe  or  roller  on  the  bucket ; 
when  this  board  is  cut  away,  the  bucket  dumps  for 
ward.  Another  type  is  formed  to  keep  its  upright  posi 
tion  unless  tipped  by  a  roller  projecting  from  each 
end  of  the  bucket  near  the  bottom;  these  rollers  run 
into  curved  cam  grooves  on  reaching  the  dumping  point. 
The  ordinary  type  of  bucket  requires  that  the  re 
ceiving  hopper  project  within  the  tower  to  receive  the 
discharge.  In  one  arrangement  intended  to  obviate  this, 
the  bucket  tips  forward  on  two  arms  which  are  them 
selves  pivoted  and  swing  forward,  thus  moving  the 
bucket  forward  so  far  that  it  reaches  through  the  side 
of  the  tower  and  dumps  into  an  outside  hopper. 

Bucket,  Controllable-Discharge.  A  bucket  which  can 
be  discharged  gradually  under  the  full  control  of  the 
operator.  Two-rope  grab  buckets  have  a  controllable 
discharge,  also  two-line  bottom  dumping  buckets  either 
center  dump  or  side  dump.  Center  dump  buckets  may 
also  be  opened  or  closed  by  hand  levers  and  give  a 
controllable  discharge. 

Bucket  Corner  Bar.  In  clam-shell  grab-buckets,  one  of 
the  links  which  are  pivoted  at  the  lower  end  to  points- 
near  the  rear  corners  of  the  shells,  and  at  the  top  to  the 
top  bucket  head.  These  links  guide  the  rear  portions  of 
the  bucket  shells  during  closing  and  opening,  and  force 
them  to  travel  in  the  desired  digging  or  scraping  path. 

Bucket  Cutting  Edges.  The  edges  of  the  shells  or 
spades  of  a  grab-bucket  which  do  the  cutting  into  or 
scraping  of  the  material.  They  are  of  hard  steel,  usually 
renewable,  bolted  or  riveted  either  inside  or  outside  of 
the  shell,  and  if  the  work  is  especially  severe  made  of 
manganese  steel.  Teeth  of  hard  or  manganese  steel  are 
also  used  for  certain  classes  of  work,  these  teeth  being 
so  located  on  the  bucket  halves  as  to  pass  between  each 
other.  Also  called  lips,  cutting  lips  and  reinforcing 
plates. 

Bucket,  Digging.  A  grab-bucket  which  is  so  propor 
tioned  as  to  have  great  digging  power.  This  is  generally 
accomplished  by  having  cutting  edges  of  the  proper  form 
presented  to  the  ground  at  the  proper  angle,  by  the 
proper  distribution  of  weight,  and  by  having  a  large 
closing  power  or  purchase.  The  last  gives  digging  ability 
not  alone  through  power  to  cut  into  the  material,  but 
because  the  pull  on  the  closing-rope  is  then  relatively 
small,  and  exerts  little  lifting  tendency  on  the  bucket  as 
a  whole,  which  would  detract  from  its  digging  power. 
Digging  buckets  are  also  narrower,  presenting  a  shorter 
cutting  edge.  The  cutting  edges  are  generally  renewable, 
are  of  manganese  steel  for  hardest  work,  and  may  be 


fitted  with  teeth  for  certain  kinds  of  digging.     Also  called 
excavating  bucket. 

Bucket,  Fcur-rcpe.  A  grab-bucket  which  is  carried  by 
two  holding-lines  and  two  hoisting-and-closing  lines.  In 
one  arrangement  the  holding-lines  are  dead-ended  on  an 
equalizer  bar  at  the  head  of  the  bucket,  and  the  closing 
lines  are  similarly  fastened  on  the  closing  arms.  The 
mechanism  operates  exactly  as  in  the  ordinary  two-rope 
bucket,  the  advantage  being  that  smaller  and  more  flex 
ible  cables,  and  therefore  smaller  sheaves,  can  be  used, 
often  allowing  a  higher  speed  of  operation. 

In  another  arrangement  sometimes  termed  a  conveying 
grab-bucket,  there  is  only  one  holding  and  one  closing- 
rope,  both  being  dead-ended  at  the  far  end  of  the  run 
way  from  the  winch,  but  the  bucket  hangs  in  bights  of 
the  two  ropes,  from  a  four-sheave  trolley.  This  trolley 
is  hauled  along  the  jib  or  cable  by  a  motor  or  drum  inde 
pendent  of  the  hoisting  drum,  but  controlled  by  the 
same  operator.  The  holding  rope  passes  around  one 
sheave  in  the  bucket  head.  The  closing-and-hoisting  rope 
passes  around  three  sheaves  in  the  lower  head  or  on  the 
hinge  shaft,  and  two  in  the  upper  head,  thus  furnishing 
sufficient  power  for  the  closing. 

In  still  another  arrangement,  used  on  inclined  boom 
hoisting  towers,  the  ropes  are  dead-ended  in  the  trolley 
instead  of  the  structure  at  the  end  of  the  runway.  Thus, 
when  the  bucket  has  been  hoisted  against  a  stop  of  the 
trolley,  continued  winding  hauls  the  trolley  up  the  incline 
to  the  discharge  point,  where  the  bucket  is  dumped. 
Bucket,  Geared  Power-Wheel.  A  grab-bucket  having 
opening  and  closing  mechanism  which  includes  gearing. 
One  type  of  bevel  geared  power-wheel  clam-shell  bucket 
has  bevel  pinions  on  the  power-wheel  shaft,  meshing 
with  bevel  gear  sectors  on  shafts  to  which  are  keyed  the 
arms  which  operate  the  bucket  shells  through  links  at 
tached  near  the  back  of  the  shells.  Side  bars  or  guiding 
arms  attached  near  the  front,  guide  the  cutting  edges 
together  properly.  It  is  a  two-rope  bucket,  one  rope 
being  wound  on  a  large  diameter  of  the  power-wheel  for 
closing,  and  the  other  on  a  small  diameter  wheel  for 
opening,  which  must  be  done  by  power.  The  power- 
wheel  is  enclosed  in  one  of  three  compartments  of  a  tight 
casing,  the  other  two  being  occupied  by  the  bevel  gears, 
running  in  lubricant.  Another  type  which  gives  a  sim 
ilar  movement  to  the  shells,  has,  wrapped  around  the 
power  drum  and  made  fast  to  it,  closing  chains  which 
also  lead  partly  around  sheaves  to  the  circumference  of 
which  the  back  part  of  the  shell  is  pivoted.  Partly 
around  these  same  sheaves  in  the  opposite  direction  are 
wound  the  holding-lines,  for  opening.  The  front  edge 
of  the  bucket  is  guided  as  in  the  previous  example. 
Bucket,  Grab.  A  container  used  for  intermittent  lifting, 
horizontal  moving  and  depositing  of  bulk  material,  which 
autom ideally  loads  itself  by  opening  at  the  bottom  into 
bowl  shaped  parts  arranged  to  dig  into  the  material  and 
finally  shut  together  enclosing  a  certain  amount  of  it. 
The  grab-bucket  is  then  lifted,  swung  to  the  desired  posi 
tion  and  there  opened,  depositing  the  load.  The  bucket 
may  be  supported  by  from  one  to  four  wire  rope  lines, 
for  closing,  hoisting,  opening  and  lowering  again,  and  is 
usually  pendent  from  a  crane  trolley,  boom  point  or 
cableway  traveler. 

A  grab-bucket  consists  of  a  bowl  formed  of  two,  three 
or  four  parts  hinged  to  each  other  or  to  a  bottom  bucket 
head.  Another  part  of  each  portion  is  guided  by  links  or 
slides,  which  are  also  connected  to  the  top  head  of  the 
bucket.  A  power-operated  mechanism  called  the  closing 
gear  pulls  the  lower  head  toward  the  upper,  swinging 


24 


BUG 


DEFINITION    SECTION 


BUG 


the  bowl  parts  together.  Wire  rope  guide  sheaves,  rope 
fastenings,  rope  guards,  braces,  and  equalizers  and  coun 
terweights  are  important  details. 

Grab-buckets  may  be  classified  as  follows:  accord 
ing  to  the  number  of  segments  into  which  the  bowl  is 
divided,  into  clam-shell  buckets  having  two  parts,  or 
orange-peel  buckets  having  three  or  four  parts;  accord 
ing  to  the  number  of  ropes  on  which  they  are  hung  as 
single-rope,  two,  three  or  four-rope  buckets ;  according 
to  the  type  of  closing  mechanism  for  obtaining  the  neces 
sary  power  for  digging  into  the  material  as  power-wheel, 
power-arm,  ret-ved-sheave,  sliding  cross-head,  geared 
power-wheel,  tongs,  and  motor-operated  buckets ;  accord 
ing  to  the  use  to  which  the  bucket  is  to  be  put  as  dig 
ging,  scraping  or  handling ;  and  according  to  the  material 
to  be  handled.  Buckets  for  light  material  have  large 
bowls ;  for  heavy  material  like  ore  and  limestone  the 
bowls  are  small  and  are  shaped  so  as  to  easily  slide 
under  the  material. 
Page  301,  809-816,  829. 

Bucket,  Hand-Dumping.  A  bucket  which  is  turned 
over  entirely  by  hand,  or  which  lias  its  dumping  latch 
released  by  hand  as  distinguished  from  one  which  has 
its  latch  automatically  operated  by  striking  a  movable 
stop  or  its  equivalent. 

Bucket,  Lowering  and  Dumping.  A  turnover  bucket 
which  is  dumped  by  lowering  it  until  it  rests  on  a  sur 
face  or  on  the  stock  pile,  thereby  operating  the  latch,  then 
raising  it,  when  it  automatically  dumps,  rights  itself  and 
re-latches.  By  dumping  automatically  so  close  to  the 
pile,  breakage  of  the  contents  is  diminished. 

Bucket,  Mining.  A  round  bucket  used  in  shaft  mining 
work,  usually  slightly  tapering  toward  the  top  and  bot 
tom  so  as  to  avoid  catching  on  projections  in  the  shaft. 
It  may  have  a  top  bail  and  be  dumped  by  hand,  or  may 
have  a  bail  attached  by  trunnions  well  down  on  the  sides, 
and  be  dumped  by  releasing  a  latch  at  the  rim  of  the 
bucket. 

Bucket,  Motor-Operated.  A  grab-bucket  which  is  closed 
and  opened  by  an  electric  motor.  The  bucket  is  raised 
and  lowered  by  a  single  rope,  or  in  the  bight  of  the  rope, 
or  by  two  separate  ropes  dead-ended  in  the  bucket  head, 
or  is  provided  with  an  eye  for  hanging  on  an  ordinary 
crane  hook.  A  motor  is  mounted  just  beneath  the  top 
head  of  the  bucket,  and  is  supplied  with  current  by  a 
cable  conductor  lead  to  it  from  the  crane  above  or  from 
any  convenient  point,  a  simple  controller  also  being 
installed  in  a  convenient  position.  The  slack  of  the  cable 
is  often  kept  up  by  an  automatic  take-up  (see  Drum, 
Cable)  mounted  on  the  bucket  itself  or  in  some  other 
convenient  place. 

The  motor  drives  two  chain  sprockets  in  opposite 
directions,  on  the  same  shaft,  by  reduction  gearing.  The 
cuds  of  a  pitch  chain  are  fastened  to  these  sprockets,  and 
an  idler  sprocket  carried  by  the  lower  head  rests  in  the 
bight  of  the-  chain.  The  motor  revolves  the  uppei 
sprockets  slowly,  winding  up  the  chain  and  raising  the 
lower  head,  thereby  closing  the  bucket.  Opening  is 
accomplished  by  reversing  the  direction  of  rotation  of 
the  motor  by  means  of  the  controller.  A  friction  clutch 
«  is  provided  which  will  slip  with  excessive  load,  so  that 
there  will  he  no  damage  done  if  the  current  is  left  on 
after  the  bucket  is  fully  closed,  or  if  it  closes  on  an 
.obstruction. 

These  buckets   may  be   opened   or  closed,  partially  or 
fully,  at  any  position  of  the  hoist. 
Page  305.  808. 

Bucket,  Orange-Peel.    A  grab-bucket  in  which  the  bowl 


is  nearly  hemispherical  in  shape,  and  is  formed  of  three 
or  four  segments  which  come  together  in  a  point  at  the 
bottom.  These  segments  are  termed  blades,  spades  or 
bowls,  and  have  arms  rigidly  attached  to  them  at  points 
near  the  rim  standing  inward  at  right  angles  to  the  blade 
and  pivoted  to  the  bottom  pivot  head.  At  the  base  of 
these,  toward  the  upper  rim  of  the  bucket,  are  pivots  for 
long  links  or  purchase  arms  which  are  attached  at  their 
upper  ends  to  the  top  head.  The  closing  gear  is  usually 
of  the  power-wheel  type  (see  Bucket,  Power-Wheel)  and 
acts  by  pulling  the  bottom  pivot  head  toward  the  top 
head,  raising  the  ends  of  all  the  blade  arms  simultane 
ously  and  tilting  the  blades  until  they  close  together. 

Rope  reeved  closing  gear  is  also  used,  and  consists 
of  two  sets  of  sheaves  mounted  on  the  bottom  pivot  head 
and  top  head,  respectively.  Rope  is  reeved  around  them, 
one  end  being  dead-ended  in  the  bucket;  or,  if  desired, 
both  ends  are  led  out  of  the  bucket,  and  one  dead-ended 
on  the  overhead  structure.  (See  Bucket,  Four-rope.) 
Page  307.  809,  812. 

Bucket,  Orange-peel,  Dwarf.  A  small  sized  orange-peel 
bucket,  used  for  operations  where  a  small  shaft  or  well 
is  to  be  excavated,  or  where  a  pipe  is  to  be  sunk  by 
excavating  the  material  from  within.  It  is  similar  in 
operation  to  the  full  size  buckets,  but,  on  account  of  its 
light  weight  preventing  it  from  sinking  into  the  ma 
terial  readily,  it  is  often  equipped  with  a  hammer  attach 
ment  when  digging  is  to  be  done. 
Page  307,  KC9,  812. 

Bucket,  Orange-peel,  Three-sided.  See  Bucket,  Orange- 
peel.  These  buckets  are  especially  intended  for  grappling 
and  raising  objects  of  irregular  shape.  The  upper 
corners  of  the  blades  are  sometimes  partly  cut  off,  to  save 
weight,  or  to  allow  it  to  be  distributed  in  the  part  of  the 
blade  under  greatest  stress. 

Bucket,  Ore.  A  grab-bucket  which  is  so  proportioned 
as  to  be  able  to  lift  its  bowl  full  of  iron  ore  or  like  heavy 
material  without  overstressing  its  parts.  The  shells  are 
also  generally  somewhat  flatter  on  the  bottom  than  those 
intended  for  lighter  material,  thus  allowing  them  to  slide 
under  the  ore  more  easily.  If  used  for  unloading  ves 
sels,  they  are  often  so  shaped  that  they  can  scrape  from 
the  corners  of  the  hold  and  clean  up  thoroughly,  thus 
reducing  hand  shoveling  to  a  minimum. 

Also,  a  small  steel  barrel-shaped  bucket  with  a  bail, 
used  for  hoisting  small  amounts  of  excavated  material 
from  mine  shafts  by  hand  or  horsepower,  gasoline 
engine,  etc.  (See  Bucket,  Mining.) 

Bucket  Point.  The  point  of  one  of  the  blades  of  an 
orange-peel  grab-bucket.  It  ii;  u.iually  -enewable,  and, 
for  hard  digging,  is  of  manganese  steel,  either  bolted  or 
riveted  to  the  blade.  (See  also  Bucket  Cutting  Edge.) 

Bucket,  Power-Arm.  A  clam-shell  bucket  in  which  the 
closing  power  is  obtained  by  rope  tackle  pulling  on  a 
lever  arm  which  is  rigidly  attached  to  one  shell  of  the 
bowl,  the  other  shell  being  forced  to  move  simultane 
ously  by  means  of  the  connecting  linkage.  In  the  two- 
rope  bucket,  which  is  the  usual  arrangement,  the  holding- 
line  is  fast  in  the  bucket  head.  The  closing-line  passes 
in  succession  around  a  guide  sheave  in  the  head,  and 
sheaves  on  the  end  of  the  power-arm  and  at  the  bucket 
head,  and  is  dead-ended  at  the  arm.  More  sheaves  will 
give  greater  closing  power.  3,  4,  5,  6  or  more  parts  of 
closing-line  being  used.  The  power  arm  is  also  some 
times  called  the  lever  arm  or  closing  arm. 

Power-arm  buckets  tend  to  open  excessively,  and  may 
also  have  an  unsymmetrical  action  in  digging  or  scrap 
ing,  due  to  the  inclined  pull  of  the  closing  ropes  during 


2$ 


BUG 


MATERIAL    HANDLING    CYCLOPEDIA 


BUG 


part  of  their  closing  motion.  Both  of  these  tendencies 
n-.ay  be  corrected  by  a  small  auxiliary  arm  called  an 
equalizer  arm,  secured  at  right  angles  to  the  power  arm 
near  the  hinge  shaft,  and  with  its  outer  end  connected 
by  a  link  to  a  pivot  on  the  bucket  head.  Or  a  bell-crank 
may  be  pivoted  loosely  on  or  near  the  hinge  shaft,  one 
end  having  the  closing-line  dead-ended  on  it,  and  the 
other  being  connected  by  a  long  link  to  a  pivot  at  the 
bucket  head. 

Bucket,  Power-Drum.  The  small  drum  on  which  the 
closing-line  of  a  power-wheel  grab-bucket  is  wound.  (See 
Bucket,  Power-Wheel.) 

Bucket,  Power-Wheel.  A  grab-bucket  in  which  the 
closing  power  is  exerted  by  chains  or  ropes  whose  upper 
ends  are  attached  to  the  bucket  head,  and  whose  lower 
ends  are  wound  on  power  drums  of  a  small  diameter. 
These  drums  (sometimes  called  cams)  are  attached  to 
and  turn  with  a  larger  drum,  which  has  the  closing- 
and-hoisting  rope  wound  around  and  made  fast  or  dead- 
ended  on  it ;  all  three  turn  on  a  shaft  which  either  serves 
also  as  a  hinge  for  the  two  halves  of  the  bucket  (if  of 
the  clam-shell  type)  or  is  mounted  on  top  of  a  lower 
part  called  the  lower  or  pivot  head,  to  which  the  bucket 
parts  are  pivoted.  (This  last  construction  keeps  the 
power  wheel  up  out  of  contact  with  the  material  to  be 
handled.)  When  the  closing  rope  is  pulled,  it  unwinds 
from  the  power  wheel,  revolving  it  and  winding  up  the 
closing  lines,  thereby  pulling  up  the  lower  bucket  head 
and  closing  the  parts  of  the  bucket  together. 

The  closing-lines  are  made  of  crane  chain,  flat  chain 
or  wire  rope,  attached  at  the  upper  ends  to  the  top  head, 
or  connected  together  and  passed  over  an  equalizer 
sheave  or  smooth  equalizer  saddle.  They  are  also  often 
fixed  to  the  ends  of  a  loosely  pivoted  bar,  so  that  an 
equalizer  effect  is  obtained,  to  put  an  equal  pull  in  the 
two  sides.  Occasionally  idler  sheaves  are  fitted  in  the 
ends  of  the  equalizer  ar.d  the  lines  are  passed  through 
them  and  down  to  the  hinge  shaft  ends,  where  they  are 
made  fast,  thus  practically  doubling  the  closing  power 
over  that  obtained  with  the  more  simple  arrangement. 
If  several  sheaves  are  used  on  the  top  and  bottom  heads 
with  the  closing-rope  reeved  through  them,  the  closing 
power  may  be  still  further  multiplied.  This  type  of 
reeving  also  allows  larger  power  drums,  which  causes 
less  wear  on  the  wire  rope  generally  used  with  this 
arrangement. 

Another  power  wheel  arrangement  which  can  be  made 
to  give  great  closing  power,  is  to  have  a  closing  sling 
of  wire  rope  pass  over  a  sheave  supported  by  a  swivel 
in  the  bottom  of  the  top  bucket  head,  and  with  its  ends 
wound  in  opposite  directions  around  and'  made  fast  to 
power  drums  of  different  diameter.  These  two  drums 
arc  rigidly  attached  to  the  power  wheel  on  which  is 
wound  the  closing-and-hoisting  rope.  When  this  last  is 
pulled,  the  drums  are  turned  in  such  a  direction  that 
more  rope  is  wound  on  the  large  drum  than  is  unwound 
from  the  smaller,  thus  shortening  the  sling  and  raising 
the  lower  head,  thereby  closing  the  bucket. 

Buckets  of  the  types  so  far  mentioned  have  practically 
the  same  closing  power  when  wide  open  as  when  nearly 
closed,  whereas  maximum  closing  power  is  desired  when 
nearly  closed.  If  the  proportions  be  such  that  the  power 
wheel  does  not  make  more  than  one  complete  rotation,  the 
power  drums  may  be  cam  shaped,  allowing  faster  closing 
at  the  beginning,  with  a  slowing  down  and  inchease  of 
power  when  nearly  closed.  The  power  wheel  may  be 
eccentrically  located  on  its  shaft  with  the  same  end  in 
view.  Buckets  having  closing  lines  made  of  flat  chain 


which  winds  in  layers  are  subject  to  an  undesirable  loss 
of  power  at  the  end  of  closing,  due  to  the  increasing 
diameter ;  this  is  sometimes  obviated  by  having  each  of 
the  closing  chains  in  two  parts  at  the  end  toward  the 
drum,  attached  at  their  outer  ends  to  a  yoke  on  the  end 
of  a  single  chain  which  leads  to  the  top  head.  When 
nearly  closed,  the  single  part  of  the  chain  commences 
winding  on  the  drum  between  the  double  parts,  and  at 
a  smaller  diameter,  thus  increasing  the  power. 

In  operating  power-wheel  buckets,  two  ropes  are  used 
(see  Bucket,  Two-rope),  one  fast  in  the  bucket  head, 
and  one  passing  through  a  suitable  guide  and  leading  to 
the  power  wheel.  Suitable  guards  protect  the  rope  from 
contact  with  the  material  lifted  while  it  is  being  wound 
on  the  wheel,  and  also  keep  it  from  jumping  the  rim  in 
case  the  rope  is  accidentally  slackened. 

Bucket,  Reeved-Sheave.  A  grab-bucket  in  which  the 
closing  power  is  obtained  by  passing  the  closing-rope  or 
chain  around  sheaves  in  the  top  and  bottom  heads,  and 
either  dead-ending  one  end  on  a  bucket  head,  or  leading 
both  out  through  guides  in  the  top  head,  and  dead-ending 
one  on  the  overhead  structure.  (See  Bucket,  Four-rope.) 
If  chain  is  used  for  closing,  it  is  dead-ended  in  the  bucket 
and  the  pulling  end  passes  out  through  a  fair-leader  in 
the  top  head  to  prevent  the  chain  from  twisting. 

In  single-rope  buckets  of  this  type,  guide  bars  are  often 
used  to  make  sure  that  the  hook  and  latch  of  the  closing 
gear  engage  properly.  Also  in  reeved  type  clam-shell 
buckets  where  the  shells  are  pivoted  separately  to  the 
lower  head,  instead  of  on  the  same  hinge  shaft,  guides  are 
occasionally  used  to  steady  the  lower  head  and  make  the 
shells  move  symmetrically. 

Bucket,  Scraping.  A  clam-shell  grab-bucket  which  has 
a  very  wide  spread  between  the  shells  when  open,  and  a 
scraping  action,  rather  than  a  digging  action,  as  they 
approach  each  other  in  the  act  of  closing.  The  cutting 
edges  of  the  bucket  are  also  extended  further  apart  than 
any  other  part,  so  as  to  reach  into  the  square  corners  of 
cars,  holds  of  ships,  bins,  etc.  Various  closing  arrange 
ments  are  used  (see  Buckets,  Grab),  but  the  proportions 
and  general  appearance  of  the  bucket  are  quite  different 
from  digging  buckets.  The  shells  are  often  called  trays, 
on  account  of  their  open-ended  form. 
Page  307. 

Bucket,  Shovel.  A  name  given  to  a  form  of  drag  line 
scraper  bucket  used  for  handling  loose  material  like  coal 
or  ore  in  storage,  which  fills  while  being  dragged  up  the 
side  of  the  pile,  and  dumps  its  load  by  overturning  on 
the  pivots  of  a  bail  when  a  latch  is  released,  like  an 
ordinary  top-filling  turnover  bucket.  It  is  usually  han 
dled  by  a  bridge  storage  crane. 

Bucket,  Side-Dump.  A  bucket  which  dumps  at  the  sides 
of  the  bottom,  by  the  opening  downward  of  two  doors 
which  meet  in  an  elevated  ridge  at  the  middle  line  of  the 
bucket.  The  doors  are  connected  by  linkage  and  the 
bucket  is  handled  by  two  ropes ;  one  is  attached  to  a 
sliding  bail,  which  is  connected  to  the  doors,  and  the  other 
is  attached  to  a  bail  fixed  to  the  body  of  the  bucket. 
Relative  motion  of  the  two  ropes  opens  or  closes  the 
bucket,'  simultaneous  motion  of  the  two  raises  or  lowers 
it.  Some  types  are  opened  and  closed  by  hand  operation 
of  a  lever. 

Bucket,  Single-Rope.  A  grab-bucket  which  is  closed, 
raised  and  lowered  by  the  same  rope,  some  outside 
means  being  employed  to  open  it  for  discharging  the  con 
tents.  While  these  buckets  are  less  efficient  in  many 
respects  than  two-rope  buckets,  they  are  of  great  value 
in  cases  where  only  one  winding  drum  is  available,  and 


26 


BUC 


DEFINITION    SECTION 


BUS 


especially  where  the  bucket  must  be  frequently  removed 
from  the  crane  to  allow  it  to  do  ordinary  lifting  work,  as 
in  foundries. 

Bucket,  Sliding-Crosshead.  A  grab-bucket  (see  I'ucket, 
Clam-shell)  in  which  the  closing  power  is  obtained  by 
pinning  the  ends  of  the  bucket  arms  to  a  vertically 
sliding  crosshead,  which  moves  in  guides  on  the  inside  of 
an  extension. of  the  top  bucket  head.  Other  parts  toward 
the  back  of  the  bucket  slide  in  guides  formed  on  this 
same  extension.  In  the  four-rope  type,  a  sheave  in  the 
bucket  head  rests  in  a  bight  of  the  holding-rope,  while 
the  closing-rope  passes  from  above  directly  down  around 
a  sheave  in  the  crosshead,  up  around  another  in  the 
head,  down  and  up  again,  repeated  if  necessary,  and  out 
through  the  bucket  head.  Pulling  on  the  closing  rope 
raises  the  crosshead  and  closes  the  bucket. 

Bucket,  Split.  A  bottom-dumping  bucket  which  con 
sists  of  two  separate  parts  connected  only  by  hinges  at 
the  rim  on  two  opposite  sides.  In  lifting  it  is  supported 
by  chains  located  near  the  hinges ;  to  dump,  chains 
attached  near  the  bottom  on  each  of  the  other  two  sides 
are  pulled,  opening  or  splitting  the  halves  apart  along 
the  bottom,  and  discharging  the  contents. 

Bucket,  Three-rope.  A  grab-bucket  which  has  two  hold 
ing  ropes  spaced  apart  by  means  of  an  equalixer  at  the 
head  of  the  bucket,  a  third  rope  serving  to  close  the 
bucket.  In  operation  it  is  equivalent  to  the  two-rope 
bucket. 

Bucket,  Tong.  A  clam-shell  grab-bucket  in  which  the 
two  shells  arc  mounted  on  the  short  ends  of  crossed 
arms  like  tongs;  the  closing-and-hoisting  rope  operates 
(in  the  long  arms  of  the  tongs,  and  the  holding  rope  is 
divided  and  attached  directly  to  the  back  plates  of  the 
two  buckets. 

Bucket,  Top-Filling.  A  bucket  which  is  loaded  by  put 
ting  material  in  at  the  top,  as  distinguished  from  a  grab- 
bucket  which  loads  by  scooping  it  up  through  the  bot 
tom,  and  a  drag-scraper  bucket  which  scoops  it  up  side 
ways. 

Bucket,  Turnover.  A  bucket  which  is  emptied  by  releas 
ing  a  latch  and  allowing  it  automatically  to  overturn  and 
discharge  its  contents.  Owing  to  the  relative  location  of 
the  trunnions,  and  the  center  of  gravity,  the  bucket 
automaticaly  rights  itself  when  empty,  though  it  is  top- 
heavy  when  full.  Two  forms  of  latch  are  in  use;  one 
called  a  bail  latch  or  catch,  which  locks  the  bail  at  the 
rim  of  the  bucket  on  each  side,  and  is  released  by  pressing 
levers  there  or  at  the  top  of  the  bail,  and  one  called  a 
back  latch,  back  lever  or  tail  latch,  which  prevents  the 
bucket  from  tipping  forward  by  a  lever  which  is  pivoted 
near  the  top  of  the  bail  and  has  its  lower  forked  end 
resting  on  the  rim  of  the  bucket.  The  latches  may  be 
operated  by  hand,  by  hoisting  the  bucket  against  a  fixed 
stop  which  raises  the  latch,  or  by  lowering  the  bucket 
onto  the  pile  and  then  hoisting  it,  the  latch  being  oper 
ated  by  contact  with  the  pile.  (See  Bucket,  Lowering 
and  Dumping.) 

Also   called   tip   bucket   and   tub.      (See   also    Bucket, 
Coal.) 
Page  309. 

Bucket,  Two-rope.  A  grab-bucket  which  is  supported 
by  two  ropes,  one  of  which  closes  and  hoists  it;  the  other 
holds  and  lowers  it.  The  operation  is  as  follows :  the 
empty  and  open  bucket  is  lowered  by  the  holding  rope, 
the  closing  rope  being  slack.  When  resting  on  the 
material,  digging  in  and  closing  is  caused  by  pulling  on 
the  closing  line;  continued  pulling  lifts  the  bucket,  the 
holding  line  meanwhile  being  slack,  or  having  merely 


enough  tension  to  keep  it  from  jumping  any  sheaves.  To 
open,  pulling  is  stopped  on  the  closing  line  and  started 
on  the  holding  line,  or,  the  holding  line  is  held  and  the 
closing  line  is  slacked,  allowing  the  bucket  to  open  and 
discharge  its  contents.  It  may  then  be  lowered  opened, 
or,  if  desired,  closed  and  lowered.  It  may  also  be  raised 
open,  thus  allowing  the  repeated  opening  and  closing 
sometimes  necessary  for  hard  digging.  It  may  also  be 
only  partially  opened,  allowing  the  material  to  pass  out 
through  a  narrow  opening  in  the  bottom,,  which  is  of 
value  in  such  operations  as  loading  wagons. 

The  two  ropes  are  best  operated  from  a  two-drum 
winch,  lint  where  only  a  single  winding  drum  is  available 
and  the  purchase  of  a  two-drum  machine  is  not  advisable, 
a  separate  holding  drum  may  be  used.  (See  Drum, 
Holding.) 

Bull  Gear.  A  gear  used  for  slewing  a  derrick  by  power. 
It  is  fixed  to  the  foundation,  concentric  with  the  mast 
step,  and  a  vertical  shaft  pinion  meshing  with  it  and 
having  its  bearings  on  a  platform  at  the  base  of  the  mast 
is  turned  by  power  to  slew  the  derrick.  Used  in  cases 
where  the  hoist  is  mounted  on  a  platform  fixed  to  the 
derrick  mast  at  its  base,  and  turning  with  it. 

Bull  Wheel.  A  device  used  for  swinging  a  derrick  by 
power.  It  consists  of  a  wheel  of  considerable  diameter, 
6  ft.  to  IS  ft.,  secured  to  the  base  of  a  derrick  in  a  hori 
zontal  position,  and  turning  with  it.  Ropes  or  chains 
passing  around  its  rim  and  attached  to  it  are  passed 
through  guide  pulleys  and  thence  around  the  drum  of 
a  slewing  winch.  The  wheel  is  held  in  a  horizontal 
position  by  diagonal  braces  running  from  the  rim  to  the 
mast,  and  slewing  rods  tie  a  point  well  out  on  the 
boom  to  the  sides  of  the  wheel  by  hinged  connections, 
allowing  the  boom  to  change  its  inclination. 

Bumped.     See  Dished. 

Bumper  Bar  or  Bumper.  A  bar  arranged  to  prevent  a 
crane  trolley  from  running  off  the  end  of  the  bridge. 
Rail  chocks  on  each  rail  are  tied  together  at  the  top  by 
a  heavy  bar  across  the  tracks. 

Bumper  Block.  A  block,  generally  wood,  fastened  on 
the  end  of  a  car,  truck,  crane,  or  other  wheeled  vehicle, 
to  prevent  damage  from  striking  fixed  structures  or  other 
cars  on  the  same  track. 

In  overhead  traveling  cranes,  bumper  blocks  are  often 
fastened  to  the  end  of  the  crane  trucks,  to  prevent  dam 
age  from  two  cranes  on  the  same  track  striking  each 
other. 

Bunker,  Ashes.     See  Bin,  Ashes. 

Bunker,  Coal.  A  space  on  a  steam  vessel  where  coal 
is  stored  for  toiler  room  use..  Longitudinal  bunkers  are 
located  along  the  sides  of  the  vessel  between  the  boiler 
rooms  and  outer  shell ;  cross  bunkers  extend  from  one 
side  of  the  ship  to  the  other. 

Overhead  bins  used  in  stationary  power  plants  for  the 
storage  of  coal  are  often  termed  coal  bunkers.  Their 
capacity  may  vary  from  a  day's  supply  to  sufficient  for 
several  weeks,  depending  upon  the  other  storage  space 
available  and  the  reliability  of  supply  from  other  sources. 

Bunker,  Parabolic.  A  bunker  of  the  suspension  type, 
in  which  the  transverse  section  of  the  shell  corresponds 
to  that  of  a  parabola  with  its  vertex  downward. 

Bushing,  Self-lubricating.  A  type  of  bushing  used  with 
wheels,  sheaves,  etc..  in  places  where  oiling  is  difficult  or 
likely  to  be  neglected.  It  consists  of  a  brass  or  bronze 
bushing  with  numerous  holes  drilled  part  or  entirely 
through,  the  holes  being  filled  with  soft  anti-friction 
metals  or  graphite  preparations. 


27 


BUS 


MATERIAL    HANDLING    CYCLOPEDIA 


CAR 


Busheler.  A  machine  which  feeds  bulk  grain  or 
similar  material  from  a  bulk  container  or  heap  to  a  spout 
from  which  it  may  be  bagged.  It  may  work  in  connec 
tion  with  an  automatic  weighing  or  bulk  measuring  ma 
chine  to  measure  definite  amounts  for  tilling  each  bag. 

Bushing.  A  metal  sleeve  or  hollow  cylinder  with  rela 
tively  thin  walls,  which  is  forced  into  the  bore  of  a 
solid  bearing  or  of  a  part  which  rotates  on  a  shaft  or 
axle,  in  order  to  be  able  to  make  good  the  enlargement 
due  to  wear  by  replacing  the  bushing,  and  to  furnish  a 
good  wearing  metal  for  the  bearing. 

When  forced  onto  a  shaft  or  spindle,  for  similar  pur 
poses,  the  term  sleeve  or  liner  is  generally  used. 

Bushings  are  also  made  in  halves  for  ease  of  replace 
ment,  in  which  case  lugs  or  lips  are  formed  on  them  to 
prevent  turning  in  their  seats. 

By-pass.  A  short  cut,  a  special  path  which  omits  some 
part  of  a  regular  route  or  channel. 

Cable.  A  general  term  applied  to  a  rope  or  chain,  and 
used  more  or  less  interchangeably  with  rope.  Haulage 
ropes  for  cable-ways,  and  track-ropes  used  for  overhead 
transportation  are  called  cables,  as  are  the  supporting 
members  of  a  suspension  bridge.  A  rope  of  extremely 
flexible  construction,  made  up  of  several  smaller  ropes 
laid  together  in  what  is  termed  cable  lay,  is  also  called  a 
cable.  Chains  are  often  called  chain  cables. 
Page  320,  818,  822. 

Cable  Car  Haulage.  A  system  of  industrial  conveying 
in  which  cars  are  moved  along  a  narrow  track  by  means  of 
a  cable.  The  cable  may  move  continuously  in  one  direc 
tion,  the  cars  being  attached  and  detached  by  operating 
grips ;  this  is  called  the  endless  cable  system.  The  car  or 
cars  may  be  pulled  toward  one  terminal  by  one  cable,  and 
returned  by  another;  various  forms  are  the  tail  rope  sys 
tem,  and  the  single  and  double  shuttle  cableway  system. 
If  operated  on  an  incline,  it  is  called  a  gravity  inclined 
plane  or  an  engine  inclined  plane  system,  according  to 
whether  the  material  is  lowered  by  gravity  or  raised  by 
power. 

Cable  Tramway,  Monorail.  An  overhead  monorail 
track  conveying  system  in  which  one  or  more  trolleys 
are  pulled  along  the  track  by  means  of  a  traction  wire 
cable.  The  circuit  may  be  endless  and  the  trolleys 
equally  spaced  or  the  traction  cable  may  be  endless  and 
reversible,  with  one  or  two  trolleys  on  the  single  mono 
rail  track.  Also  called  a  suspended  cable  road. 
Page  271. 

Cableway.     See  Aerial   Cableway. 

Cam.  A  mechanism  composed  of  a  rotating  or  sliding 
part  which,  by  virtue  of  m  the  shape  of  its  curved  edge, 
or  a  groove  in  its  surface,  gives  oscillating  motion  to 
another  part  called  a  follower  which  moves  in  a  straight 
line  or  flat  circular  arc. 

Cam,  Helical.  A  rotating  cam  which  moves  the  fol 
lower  in  a  direction  parallel  to  the  axis  of  rotation, 
the  cam  curve  being  traced  on  the  surface  of  a  cylinder. 
In  some  friction  drum  drives,  a  helical  cam  is  used 
to  press  the  freely  revolving  member  (drum,  gear,  etc.) 
against  the  friction  member  which  is  keyed  to  the  shaft, 
thereby  causing  them  to  turn  together. 

Cam  Shaft.  A  shaft  on  which  one  or  more  cams  are 
•mounted,  and  by  which  they  are  rotated. 

Cam,  Tripping.  A  cam  used  on  elevators,  conveyors, 
etc.,  to  produce  some  definite  action  when  the  moving 

ypart  has  reached  a  designated  point,  as  the  tipping  of  a 
:  bucket,  the  discharge  of  a  load,  the  stopping  or  reversal 
of  a  motor,  etc.  , :  .'. 


Cantilever,  Adjustable,  or  Telescoping.  A  section  of 
monorail  runway  carried  by  an  underhung  traveling  crane 
on  wheels  or  rollers  in  such  a  way  that  it  can  be  slid 
out  longitudinally  when  desired,  and  the  trolley  running 
on  it  thereby  allowed  to  reach  points  beyond  the  runway 
which  would  otherwise  be  inaccessible.  The  adjustable 
section  may  be  withdrawn  to  allow  the  crane  to  clear 
obstacles  as  it  travels  along  the  runway. 

Capstan.  A  stationary  vertical  shaft  concave  drum  ma 
chine  for  winding  rope  or  chain,  and  used  for  hoisting 
or  haulage  purposes.  The  rope  is  wound  around  the 
drum  a  few  times,  and  while  the  capstan  is  revolving 
a  slight  pull  on  the  free  end  will  keep  it  from  slipping. 
Ridges  along  the  barrel,  called  whelps,  also  help  to 
prevent  slipping,  Operated  by  hand  or  power;  if  the 
lormer  the  drum  is  usually  rotated  directly  by  men 
pushing  on  bars  set  radially  around  the  capstan  head 
at  the  top  of  the  drum.  The  men  who  walk  in  a  circle 
while  operating  the  capstan  step  over  the  ropes  leading 
horizontally  to  and  from  the  drums.  Steam  capstans 
are  usually  driven  by  a  non-reversing  steam  engine  con 
nected  by  worm  gearing,  A  pawl  ring  at  the  bottom  of 
the  drum  has  pawls  dropping  into  the  teeth  of  a  ratchet 
ring  set  into  the  foundation,  to  prevent  overhauling. 

Capstan  Head.    See  Winch  Head. 

Capstan  Windlass.  A  combination  of  a  capstan  and  a 
windlass  used  on  shipboard.  The  capstan,  often  lo 
cated  on  a  deck  above  the  windlass,  is  driven  from  the 
mechanism  of  the  latter  by  bevel  gearing. 

Car,   Batch.     A   car   used   in   glass   plants   and   similar 
places  for  receiving,  proportioning,  mixing  and  transport 
ing  a  batch  to  a  furnace. 
Page  721,  722. 

Car  Dump,  Automatic  Push  Back.  An  end  tipping  car 
dump  in  which  the  momentum  of  the  loaded  car  is 
utilized  to  compress  powerful  springs,  which  move  the 
empty  car  back  off  the  dump  after  its  contents  have  been 
discharged. 

Car  Dump,  Cross-over.  An  automatic  end-tipping  car 
dump  in  which  the  loaded  car  runs  onto  a  pivoted  section 
of  track  so  supported  and  counterweighted  that  it  over 
comes  the  counterweight  and  tips  downward  and  forward, 
discharging  its  contents  through  a  top  hinged  front  end 
gate.  The  counterweight  is  sufficient  to  raise  the  track 
section  with  the  empty  car  back  to  the  proper  level.  It 
stands  there  until  the  operator  allows  the  next  loaded 
car  to  run  forward  toward  the  dump ;  this  car  depresses 
another  short  section  of  track,  which  evolves  horns  from 
in  front  of  the  wheels  of  the  empty  car,  thereby  releasing 
it  and  permitting  it  to  run  forward  and  across  the  dump 
when  struck  by  the  slowly  moving  loaded  car.  As  the 
latter  moves  off  the  depressed  section  of  track,  springs 
return  the  track  to  its  normal  elevation  and  the  horns  to 
their  position  ready  to  stop  the  car  at  the  dumping  point. 
The  operator  controls  the  speed  of  tipping  by  a  brake,  and 
feeds  the  loaded  cars  forward  one  at  a  time. 
Page  636. 

Car  Dump,  Goose-neck.  A  simple  end-tipping  car  dump 
in  which  a  short  section  at  the  end  of  the  track  is 
mounted  on  a  platform  which  can  turn  about  a  transverse 
horizontal  Shaft;  the  front  ends  of  the  rails  being  turned 
.up  in  a  curve  which  fits  the  tread  of  the  wheels.  The 
•car  runs  on  the  platform  against  the  steps,  tipping  the 
platform  and  dumping  the  contents  out  the  front  end 
through  a  top  swinging  gate:  Spring  journal  'boxes. are 
of  tea. used  to  support  the  .'shaft -and  prevent  damage  due 
t'Q  shock.  The  car  is  returned  by  a  cable  ;or  other  con 
venient  means. 


28. 


CAR 


DEFINITION    SECTION 


CAR 


Car  Dump,  Horn  Dump  Type.  An  automatic  end- 
tipping  car  dump  in  which  the  loaded  car  moves  onto  a 
curved  track  so  inclined  that  the  contents  of  the  car  will 
slide  out  forward  through  a  top  hinged  front  end  gate. 
To  control  the  speed,  and  give  the  necessary  time  for  the 
discharge  of  .the  contents,  two  horns  on  a  horizontal  shaft 
engage  the, front  wheels  of  the  car  as  it  starts  down  the 
incline.  A'  lever  controlled  band  brake  on  this  shaft 
enables  the  operator  to  bring  the  car  to  rest  in  the  dump 
ing  position,  where  it  is  held  by  another  lever  which 
engages  an  extension  of  the  horns. 

When  empty,  the  car  is  released,  and  runs  on  down  the 
incline,  to  be  replaced  by  another  loaded  car. 

Car  Dump,  Movable.  See  Car  Dump,  for  Standard 
Gage  Cars. 

Car  Dump,  Rotary  Gravity.  A  sidewise  inverting  car 
dump  consisting  of  a  three-compartment  cylindrical  steel 
frame  which  is  caused  to  rotate  by  the  excess  in  weight 
of  the  loaded  cars  on  one  side  over  the  empty  ones  on  the 
other,  the  contents  being  discharged  during  the  rotation. 
The  frame  is  either  mounted  on  a  central  shaft  or  sur 
rounded  by  circular  tracks  which  are  supported  on  rollers. 
Each  compartment  contains  a  car  and  is  provided  with 
end  stops  and  longitudinal  guides  to  hold  it  in  position. 
As  a  loaded  car  rolls  in,  it  pushes  out  the  empty  one. 
The  dump  is  locked  in  the  proper  position  for  the  tracks 
to  register  during  motion  of  the  cars ;  its  speed  of  rotation 
is  controlled  by  a  hand-operated  brake.  A  pan  or  hopper 
beneath  receives  the  material  as  it  is  dumped,  and  owing 
to  the  shape  of  the  dump  can  be  placed  so  close  that 
breakage  is  minimized. 
Page  635. 

Car  Dump,  Rotary  Power.  A  sidewise  inverting  car 
dump  consisting  of  a  long  tubular  framework,  into  which 
one  or  more  loaded  cars  can  be  run  on  a  track,  and  which 
is  then  revolved  about  a  longitudinal  axis,  the  contents  of 
the  cars  falling  out  through  suitable  openings  in  the 
structure.  Longitudinal  guides  are  built  into  the  dump 
to  hold  the  cars  on  the  rails,  and  stops  are  placed  to 
prevent  the  cars  from  moving  endwise  during  dumping. 
The  dump  has  circular  ring  tracks  built  about  it,  and  is 
supported  on  rollers  or  roller  bearings.  One  or  more 
of  these  rings  have  gear  teeth  formed  in  them  and  serve 
as  a  means  to  rotate  the  dump  by  gearing  driven  from  a 
motor  or  engine. 
Page  635,  825. 

Car  Dump,  Steam,  with  Cross-over.  A  non-automatic 
end  tipping  car  dump  in  which  the  loaded  car  runs  onto 
a  tipping  platform,  at  the  front  end  of  which  are  stops 
for  the  wheels.  The  rear  axle  is  then  raised  by  Y-shaped 
supports  which  are  forced  upward  by  a  steam  cylinder, 
dumping  the  contents  of  the  car  through  a  swinging 
door  in  the  front  end  into  a  chute  between  the  rails. 
When  the  car  is  lowered,  the  stops  move  out  of  the  way 
and  the  car  runs  forward  onto  a  continuation  of  the  track. 

Car  Dump,  Swing-lift  Transfer.  An  automatic  end- 
tipping  car  dump  used  in  connection  with  a  chain  haul  up 
an  incline  and  a  superposed  track  for  returning  the  cars 
down  the  incline. 

The  loaded  car  is  pulled  up  the  lower  runway  by  cross 
bars  on  chains  which  pass  around  sprockets  at  the  top 
and  bottom  of  the  slope.  As  the  car  approaches  the  upper 
sprocket  its  wheels  run  off  onto  a  guide  sharply  inclined 
upwardly,  and  carried  by  a  tilting  frame.  The  top  hinged 
door  at  the  rear  is  simultaneously  released,  and  the  con 
tents  commence  sliding  out.  As  the  crossbar  (which  is 
not  attached  to,  but  merely  pushes  the  car)  passes  onto 
and  around  the  sprocket,  it  pushes  the  car  completely 


onto  the  tilting  frame,  and  then  tilts  the  latter  upward, 
until  finally  the  guides  on  which  the  wheels  rest  are  in 
line  with  the  upper  (return)  runway.  The  car  then  runs 
off  the  tilting  frame  and  follows  the  crossbar  down  the 
slope,  while  the  tilting  frame  returns  to  its  original  posi 
tion,  ready  for  the  next  car. 

Car  Dump,  Tandem.     A   car  dump   which   will   handle 
two  or  more  cars  on  the  same  track,  dumping  them  sim 
ultaneously. 
Page  280. 

Car  Dumper.  A  device  for  unloading  an  open  top  car 
by  partially  or  completely  inverting  it,  or  by  tipping  it 
endwise  or  sidewise  to  such  an  angle  that  the  contents 
will  slide  out  through  a  swinging  end  or  side  door. 

Standard  gage  railway  cars  are  of  various  lengths, 
heights  and  capacities,  and  are  not  always  provided  with 
bottom  dumping  arrangements ;  a  car  dumper  must  there 
fore  be  able  to  handle  all  varieties  of  cars,  and  in  this 
country  a  common  solution  of  the  problem  has  been  a 
dumper  which  elevates  and  inverts  the  car  sideways. 
(See  Car  Dumper  for  Standard  Gage  Cars.)  In  some 
localities,  especially  abroad,  where  cars  are  provided  with 
swinging  end  doors,  the  car  is  tipped  endways  and  the 
material  allowed  to  slide  out ;  swinging  side  doors  will 
similarly  require  the  car  to  be  tipped  sideways. 

Two  types  of  these  tipping  dumpers,  tips  or  tipples  may 
be  distinguished ;  the  automatic,  in  which  the  center  of 
gravity  of  the  car  as  a  whole  is  lowered  just  previous 
to  discharging,  and  the  work  done  is  stored  up  in  lifting 
a  counterweight  or  forcing  a  liquid  into  an  accumulator, 
storing  up  sufficient  energy  to  raise  the  empty  car  back 
to  the  track  lever ;  and  the  non-automatic  in  which  the 
car  is  raised  before  dumping,  requiring  outside  power 
for  the  purpose.  The  first,  while  using  no  power,  and 
controlled  by  brakes  alone,  requires  considerably  increased 
elevation  of  structure  over  the  latter,  or  else  a  receiving 
pit  from  which  the  material  may  afterward  have  to  be 
elevated  by  other  means. 

Mine  and  industrial  cars  are  usually  much  smaller  than 
standard  gage  cars,  and  the  dumping  system,  end  or 
side,  is  adapted  to  the  type  of  car.  There  are  several 
forms  of  automatic  end  dump,  known  as  the  cross-over 
dump,  the  horn  dump  and  swing-lift  transfer  dump,  also 
some  non-automatic  end  dumps  in  which  the  car  is  tipped 
up  by  power.  Rotary  dumps  invert  the  car  sidewise ;  the 
rotary  gravity  dump  operates  by  gravity,  the  driving 
force  being  the  weight  of  the  coal  discharged,  while  the 
rotary  power  dump  requires  power  from  an  outside 
source. 
Page  635,  825,  828. 

Car  Dumper  for  Standard  Gage  Cars.  A  machine  for  un 
loading  open  top  railway  cars  of  coal  or  similar  bulk 
material  by  inverting  them  sidewise.  There  are  two 
types;  the  turnover  dumper  which  does  not  lift  the  car 
except  to  rotate  it  about  an  axis,  and  the  lifting  dumper 
which  elevates  the  car  for  discharging  direct  into  vessels 
or  high  storage  bins. 

The  loaded  car  (sometimes  two  are  left  coupled 
together  and  handled  as  a  unit)  is  pulled  up  an  inclined 
approach  by  a  mule  or  barney  car  and  runs  onto  an 
L-shaped  dumping  cradle.  It  is  clamped  fast  to  the  cradle 
by  beams  pulled  down  against  the  top  of  the  car  sides, 
or  by  wire  ropes.  Cradle  and  car  are  then  raised  to 
the  desired  dumping  level  (which  is  sometimes  adjust 
able),  and  rotated  through  a  sufficient  angle  to  completely 
discharge  the  contents,  the  top  of  the  cradle  forming  a 
chute  which  directs  the  material.  They  are  then 
returned  to  their  original  position,  the  car  is  released 


29 


CAR 


MATERIAL    HANDLING    CYCLOPEDIA 


CAR 


and  the  next  loaded  car  pushes  it  off  in  the  other  side 
of  the  dump  where  it  runs  down  a  short  incline  and  is 
returned  alongside  the  dumper  and  back  to  the  yard 
by  a  kick-back. 

The  lifting  and  rotating  is  performed  largely  by  wire 
ropes  handled  by  winding  drums.  Steam  and  electric 
drives  are  both  in  use,  the  former  being  the  better  in 
isolated  localities,  and  the  latter  being  more  economical 
where  there  is  a  reliable  source  of  direct  current. 

The     dumper    is    often    movable,     traveling    on     rails 

parallel  to  a  bin  over  the  wall  of  which  it  can  distribute 

the  material  as  desired.     It  is  usually  self-propelled,  and 

the  inclined  approach  and  discharge  tracks  travel  with  it. 

Page  279,  82S,  828. 

Car  Dumper,  Cane.  A  tilting  platform  used  to  side  or 
end  dump  the  special  cars  used  on  plantations  for  hauling 
cut  cane  to  the  mills,  the  cane  sliding  into  a  depressed 
hopper  from  which  it  is  conveyed  to  the  rolls.  The  cars 
are  clamped  to  the  platform,  often  by  hooks  beneath  the 
car  body,  and  the  dumps  are  operated  by  steam,  hydraulic 
or  electric  power, — often  a  combination  of  electrically 
driven  pumps  with  a  hydraulic  operating  cylinder. 
Page  279. 

Car,  Gathering.  In  glass  manufacture,  the  name  given 
to  a  car  which  collects  from  various  bins  the  proper 
ingredients  in  proper  proportions  for  a  batch,  and  either 
mixes  them  in  a  conveyor  mounted  on  its  own  body,  or 
delivers  them  to  a  fixed  mixer.  Also  called  a  batch  car. 

Car,  Monitor.  A  name  sometimes  applied  to  a  special 
car  used  for  lowering  coal  (or  other  bulk  material) 
down  an  incline,  generally  by  means  of  a  gravity  plane 
drum.  The  cars  are  usually  in  pairs,  one  serving  to 
counterbalance  the  other.  Coal  is  dumped  into  the  mon 
itor  car  from  a  mine  car  at  the  top,  and  it  in  turn  dis 
charges  to  a  weigh-hopper  at  the  tipple,  through  a 
dumping  bottom. 

Car  Haul,  Cable.  A  method  of  hauling  cars  up  an  in 
cline  by  means  of  an  endless  wire  rope  having  spurs 
clamped  to  it  at  regular  intervals  for  propelling  the  cars, 
and  intermediate  transmission  clamps  for  assisting  in 
driving  the  rope.  The  latter  passes  around  a  large  driv 
ing  sheave  in  the  form  of  a  gap  wheel  at  the  top  of  the 
slope,  this  wheel  having  a  grooved  circumference  with 
breaks  in  it  to  receive  the  spurs  and  transmission  clamps. 

Car  Haul,  Chain.  A  method  of  hauling  cars,  generally 
up  an  incline,  by  means  of  an  endless  chain  having  hooks, 
dogs  or  spurs  which  engage  with  the  axle  of  the  car  or 
some  other  convenient  part,  and  push  it  along  the  track. 
As  the  car  passes  over  the  head  of  the  slope  and  onto  a 
slight  downward  slope,  it  runs  ahead  of  the  chain  which 
passes  around  a  sprocket  and  returns  to  the  foot.  The 
same  device,  run  in  the  opposite  direction,  serves  to  lower 
cars  down  an  incline.  The  cars  should  be  fed  to  the  bot 
tom  of  the  incline  at  approximately  the  speed  of  the  chain 
to  avoid  shock  on  chain  or  car ;  to  prevent  any  possibility 
of  the  car  starting  to  back  down  before  a  dog  has  reached 
and  engaged  it,  the  dogs  are  often  spaced  close  together ; 
they  are  also  made  with  a  gravity  or  spring  controlled 
tilting  part  which  will  allow  a  car  to  run  past  them  in  a 
forward  direction,  but  not  to  return. 
Page  636. 

Car,  Industrial.     A  general  term  used  to  designate  the 
many  different  types  of  cars  used  for  industrial  purposes. 
Page  587,  721-725. 

Car  Puller.  A  machine  placed  near  railroad  tracks,  and 
used  to  locate  or  "spot"  cars  for  loading  or  unloading 
.purposes  by  the  pull  exerted  on  a  rope  attached  to  them. 


The  machine  may  be  of  the  winch  head  or  capstan  type, 
round  which  the  pulling  rope  is  given  a  few  turns,  the 
free  end  being  gently  pulled  by  hand  as  it  comes  off,  or 
it  may  be  of  the  drum  type,  in  which  the  rope  is  made 
fast  to  and  wound  up  on  the  cylindrical  drum.  The 
rope  is  usually  manila,  though  wire  rope  is  sometimes 
used.  A  vertical  winch  head  or  drum  has  the  advantage 
over  the  horizontal  one  that  the  rope  may  be  led  off 
in  any  direction. 

A  car  puller  may  be  driven  by  a  belt  from  a  line 
shaft,  or  by  a  separate  electric  motor,  or  steam,  gasoline 
or  air  engine.  The  necessary  speed  reduction  from  the 
motive  power  to  the  drum  shaft  may  be  made  by  gearing 
of  the  spur,  bevel,  worm  or  chain  varieties ;  planetary 
gear  reductions  are  also  used.  Several  drums  are  some 
times  mounted  on  the  same  base,  with  or  without  friction 
or  jaw  clutches.  A  single  drum  puller  is  sometimes 
mounted  on  a  small  car  traveling  on  the  car  rails,  and 
provided  with  rail  clamps  for  holding  it  in  position  when 
in  use ;  the  source  of  power  is  then  a  gasoline  engine 
or  an  electric  motor  "plugged  in"  to  conductors  along 
the  track. 

In  mines  portable  car  pullers  located  in  the  rooms  are 
used  for  pulling  the  empty  cars  into  the  rooms  and  the 
loaded  ones  out,  the  main  hauling  locomotive  (electric 
or  air)  not  entering  the  rooms.  This  is  also  sometimes 
done  by  power  driven  winches  mounted  on  the  locomo 
tive  itself,  the  cable  being  suitably  led  by  guide  sheaves. 
Page  296,  787,  790,  829. 

Car  Pusher.  Any  device  which  can  move  cars  along  a 
track  for  the  purpose  of  loading  or  unloading,  by  pushing 
them  from  behind.  One  device  consists  of  a  special 
narrow  car  running  on  a  special  narrow  gage  track 
between  widely  spaced  railway  tracks ;  the  pusher  is 
operated  by  a  fixed  cable  between  the  rails  passing  around 
motor  operated  drums  on  the  pusher,  or  by  power  applied 
to  the  wheels  by  gearing  from  a  motor.  An  arm  which 
can  be  thrust  out  on  either  side  of  the  pusher  over  the 
adjoining  tracks  enables  it  to  move  cars  along  ahead 
of  it. 

Car  Stop,  Automatic.  A  mechanism  for  feeding  loaded 
cars  one  at  a  time  from  a  string,  as  in  caging  at  the 
bottom  of  a  mine  shaft,  or  at  a  car  dump.  On  pressing 
a  treadle,  horns  projecting  above  the  track  in  front  of 
the  leading  care  are  depressed,  allowing  it  to  run  forward 
down  the  inclined  track.  As  it  moves,  it  depresses  a 
portion  of  one  or  both  rails,  replacing  the  horns  and 
holding  back  the  next  following  car. 

For  caging  cars  at  the  bottom  of  a  shaft,  two  pairs 
of  horns  open  alternately,  one  pair  always  being  closed. 
The  device  is  operated  by  the  cage,  so  that  a  car  cannot 
get  past  the  front  horn  until  the  cage  is  in  a  position 
to  receive  it. 

Carbureter.  A  part  of  a  gasoline  engine  in  which  the  fuel  is 
vaporized  and  mixed  with  the  proper  quantity  of  air  for 
perfect  combustion.  Air  is  drawn  through  it  by  the 
suction  from  the  engine  cylinders,  and  the  suction  also 
causes  the  fuel  to  flow  in  a  jet  into  the  air  as  it  passes. 
The  proper  proportion  of  gasoline  to  air,  by  weight,  is 
one  to  fifteen,  and  the  aim  in  the  carbureter  design  is  to 
obtain  this  proportion  at  all  loads  and  speeds  of  the 
engine. 

Cargo.  The  goods,  merchandise,  material  or  whatever 
is  conveyed  by  a  ship. 

Cargo  Door.  A  door  fitted  in  the  side  or  upper  bulk 
head  of  a  vessel  for  1he  purpose  of  providing  a  passage 
through  which  cargo  may  be  trucked. 


30,   . 


CAR 


DEFINITION    SECTION 


CAS 


Cargo  Handling  Gear.  The  arrangement  of  derricks, 
hoists,  ami  tackle  used  on  shipboard  for  moving  cargo 
to  and  from  the  hold.  The  vertical  pole  mast  of  the 
vessel  is  used  as  the  derrick  mast,  or  a  special  mast, 
called  the  derrick  post  or  king  post,  is  installed.  Two 
or  more  derrick  booms  are  fitted  to  each  mast,  each 
with  its  own  hoisting  drum  or  separate  winch.  (See 
Derrick,  Ship.) 

The  same  term  is  also  often  applied  to  wharf  cranes 
and  other  loading  or  unloading  machinery,  when  located 
cm  the  wharf  instead  of  the  ship. 

Cargo  Hatch.  A  deck  opening  leading  to  the  hold  of  a 
vessel. 

Cargo  Net.  A  rectangular  net  made  of  rope  or  chain 
and  used  as  a  means  of  handling  loose  or  package  cargo 
to  and  from  the  hold  of  a  vessel.  The  net  is  spread, 
the  packages  piled  on  it,  the  hoisting  tackle  attached  to 
the  four  corners,  and  the  whole  then  lifted. 

Cargo  Port.  An  opening  in  the  side  of  a  vessel  for 
loading  or  unloading  cargo.  It  is  closed  by  water-tight 
plating  except  when  in  use  for  handling  cargo. 

Carrier.  In  general,  any  device  which  supports  or  con 
tains  an  article  while  it  is  being  transported  from  one 
point  to  another,  and  which  is  usually  transported  with 
it.  In  material  handling,  the  term  is  often  applied  to 
overhead  runway  trolleys,  to  cable  trolleys,  and  to  certain 
types  of  bucket  conveyors  which  will  carry  material  with 
one  loading,  horizontally,  vertically,  or  on  an  incline 
with  equal  facility. 

Carrier,  Open  Top.  A  term  sometimes  applied  to  an 
intermediate  type  of  apron  or  pan  conveyor  with  deep 
and  overlapping  pans  designed  to  convey  on  the  level 
or  on  slopes  too  flat  for  bucket  elevators,  and  too  steep 
for  flight  or  ordinary  steel  apron  conveyors. 

Carrier,  Pick-up.  A  term  applied  to  a  conveyor  for 
flat  envelopes  or  round  cylindrical  carriers,  consisting  of 
a  series  of  cars  attached  to  an  endless  driving  cable  and 
sliding  on  round  steel  guide  rods.  The  cars  each  have 
two  gripping  jaws;  one  is  stationary  relative  to  the  car, 
and  the  other  is  operated  by  a  cam  surface  at  a  station 
in  such  a  way  as  to  drop  to  a  receiving  shelf  a  load 
already  gripped  and  pick  up  another  if  placed  on  the 
sending  shelf.  It  may  be  made  selective  if  desired. 

Carrier,  Pneumatic  Tube.  The  small  special  container 
for  material  to  be  conveyed  in  a  pneumatic  tube  system. 
It  is  usually  cylindrical  in  form,  with  a  round  or  elliptical 
cross-section  and  is  made  of  metal,  hard  fibre  or  leather, 
with  a  hinged  or  sliding  door  or  other  means  of  access. 
The  ends  are  somewhat  larger  in  diameter  than  the  body, 
to  allow  the  carrier  to  pass  easily  around  curves  in  the 
tube,  and  these  enlarged  ends  are  either  formed  in  one 
piece  with  the  body,  of  hard  fibre,  or  are  made  by 
adding  leather,  fibre,  rubber  or  other  similar  materials. 
Page  763. 

Carrier,  Suspended  Tray.  A  continuous  carrying  de 
vice  used  for  elevating,  lowering,  horizontal  conveying, 
or  various  combinations  of  these,  and  consisting  of  two 
endless  strands  of  chain  with  pivot  attachment  links 
from  which  are  suspended  by  short  diagonal  hangers 
at  the  ends  a  tray  or  pan  on  which  articles  may  be 
placed.  Loading  and  discharge  are  best  accomplished 
automatically  on  ascending  or  descending  vertical  runs 
respectively  (see  Elevator,  Suspended  Tray),  but  hand 
loading  and  unloading  may  be  performed  at  any  desired 
point. 

In  the  horizontal  runs  the  supporting  chains  slide  along 


guiding    surfaces,   or,    if    provided    with    rollers,    run    on 
guide  rails. 
Page  336,  761. 

Carrier,  Sweep-off.  A  basket  type  of  conveyor  for 
small  objects,  envelopes,  etc.,  consisting  of  two  wheeled 
cars  running  on  a  track  and  secured  at  intervals  to  an 
endless  hauling  cable.  A  basket  hangs  beneath,  with 
guides  to  prevent  it  from  swinging,  and  suspended  in  such 
a  way  from  one  side  that  it  can  pass  close  beneath  a  shelf 
on  which  articles  are  placed  and  receive  them  as  they 
are  swept  off  by  a  brush  or  scraper  passing  above  the 
shelf.  The  basket  has  a  hinged  l>ottom,  and  dumps  its 
load  when  automatically  unlocked  at  the  receiving  sta 
tion.  It  thus  acts  as  a  collector ;  it  may  also  be  made 
selective  for  sending  by  having  several  shelves  at  the 
sending  station,  all  kept  out  of  the  way  of  the  baskets, 
except  when  the  proper  one  comes  along,  when  a  catch  is 
tripped  and  the  shelf  is  swung  into  correct  sending  posi 
tion. 

Carrier,  Troughing.     See  Conveyor,   Belt.   Idlers  for. 

Carrier,  V-bucket.  See  Conveyor,  Gravity  Discharge 
V-bucket. 

Carrousel.  A  form  of  apron  conveyor  which  travels 
entirely  in  a  horizontal  plane,  making  turns  at  the  ends 
about  a  vertical  axis  and  (usually)  returning  parallel 
to  itself.  Objects  set  upon  it  travel  around  continuously 
until  removed,  thus  affording  storage  area  on  what  is 
virtually  a  moving  work  table.  The  cross  pieces  are  not 
parallel  sided,  but  are  tapered  toward  the  inside  of  the 
curves,  so  that  they  can  pass  around  them.  Instead  of 
wooden  cross  pieces,  stands  for  bottles  or  trays,  pans, 
etc.,  may  be  used,  as  best  suits  the  material  handled.  A 
carrousel  is  usually  driven  by  a  chain  along  the  center 
line  beneath  the  cross  pieces  and  they  are  supported  by 
rollers  running  on  girders  at  the  sides. 
Also  called  a  carry-all. 
Page  406. 

Carry-all.  A  name  sometimes  given  to  a  horizontal 
platform  conveyor  at  about  table  level  so  arranged  and 
driven  that  at  each  end  it  makes  a  short  turn  through 
180  deg.  and  returns  parallel  to  itself,  thus  furnishing  a 
continuously  moving  table,  from  which  objects  may  be 
taken  as  they  pass,  or,  on  which  they  can  be  left  until 
they  come  around  again. 

Cart,  Pick-up.  A  two-wheel  cart  having  an  axle  arched 
upward  in  the  middle  and  a  long  tongue  secured  to 
the  axle  at  the  arch,  part  of  the  tongue  overhanging 
the  axle  toward  the  rear  and  ending  in  a  hook.  This 
hook  is  lowered  by  raising  the  long  end  of  the  tongue 
and  an  object  is  made  fast  to  it  by  chains  or  ropes;  it 
is  then  lifted  by  pulling  down  on  the  tongue.  If  one 
end  of  a  log  is  lifted,  the  tongue  is  lashed  fast  to  the 
log,  and  both  can  then  be  hauled  away. 

Castor  Bed,  Plate.  An  assemblage  of  strong  swiveling 
castors  mounted,  wheels  upward,  on  stiff  posts  spaced 
about  20  in.  centers  each  way.  with  the  top  of  the  wheel 
2  ft.  6  in.  to  3  ft.  6  in.  above  the  ground.  Steel  plates 
laid  on  these  beds  may  be  moved  about  with  great  ease 
by  one  or  two  men.  Placed  at  the  proper  height,  they 
allow  easy  feeding  of  punches,  shears,  etc. ;  placed  in  long 
rows  they  aid  in  transportation  from  one  machine  to 
another,  and  even  serve  as  a  storage  space  for  partially 
finished  work. 

The  castor  wheels  and  swivel  bearings  are  generally  of 
the  ball  or  roller  bearing  variety,  and  the  bearings  are 
so  arranged  that  particles  of  dirt  or  rust  cannot  drop 
into  them. 


31 


CEL 


MATERIAL    HANDLING    CYCLOPEDIA 


CHA 


Cellar,  Oil.     A  chambered  cavity  beneath  wheel  shaft 

bearings,  to  receive  and  hold  oil. 

Center  of  Gravity.     That  point  of  a  body  at  which,  if 
the  whole  mass  were  concentrated,  the  action  of  gravity 
on  the  body  would  be  unchanged. 
Chafe.    To  destroy,  damage  or  wear  away  by  a  rubbing 

action,  as  to  chafe  a  rope. 

Chain.  A  flexible  connector  used  for  transmitting 
power  or  for  hauling  or  lifting,  consisting  of  separate 
oval  links  connected  through  each  other  in  succession,  or 
of  variously  shaped  parts  attached  to  each  other  by  pins 
or  rivets  in  such  a  way  as  to  permit  the  desired  degree 
of  flexibility. 

The  oldest  and  simplest  form  is  the  oval  link,  made  of 
iron  or  steel  of  a  round  or  square  section,  and  in  links 
of  widely  varying  proportions.  (See  Chain,  Coil.)  It  is 
much  used  for  hauling  and  hoisting,  for  fastening,  and, 
to  a  small  extent,  for  transmitting  power.  It  has  the 
property  of  being  perfectly  flexible  in  any  direction,  can 
be  wound  on  drums,  passed  around  guide  sheaves,  or 
piled  in  a  bin,  and  where  these  properties  are  required 
is  the  only  type  to  be  used.  Except  when  wound  on  a 
drum,  it  must  pass  around  sprockets  or  pocket  wheels 
for  a  pull  to  be  exerted.  It  is  practically  the  only  form 
suitable  for  a  hand  chain. 

Where  flexibility  in  only  one  plane  is  required,  chains 
are  made  of  links  connected  by  pins  in  such  a  way  that 
there  is  a  point  of  articulation  or  hinge  at  each  pin. 
They  are  made  in  an  enormous  variety  of  forms,  sizes 
and  materials  for  various  uses.  Practically  all  are  com 
posed  of  links  having  parallel  holes  at  the  opposite  ends 
to  receive  the  connecting  pins.  In  some  cases  the  links 
are  all  identical  and  of  the  form  termed  the  closed  end 
link ;  in  others  two  forms  alternate.  They  are  produced 
by  being  cast,  forged,  rolled,  bent  or  stamped. 

Attachments  may  be  made  to  chains  in  various  ways, 
attachment  links  being  ordinarily  inserted  when  the  chain 
is  made  up,  shaped  to  suit  the  work.  Rollers  are  pro 
vided  on  many  chains,  either  to  lessen  the  friction  and 
wear  at  points  of  contact  with  sprockets,  or,  where  a 
chain  run  is  horizontal,  to  support  the  weight  of  the 
chain  and  attached  parts  and  carry  it  on  a  guide  or  rail. 

The  design  of  a  hinged  chain  is  largely  dictated  by  the 
use  to  which  it  is  to  be  put.  If  intended  simply  for  hold 
ing  or  slow  pulling,  where  the  wear  of  the  joints  will  be 
inconsiderable,  simple  joints  will  suffice,  but  if  moving  at 
considerable  speed,  as  in  conveying  work,  and  especially 
if  transmitting  power,  careful  attention  must  be  paid  to 
proper  lubrication,  minimum  friction,  and  easy  replace 
ment  of  wearing  parts.  Any  increase  of  pitch  in  a  chain 
passing  around  sprockets  spoils  the  fit  on  the  latter  and 
causes  poor  running;  therefore,  wear  which  tends  to  in 
crease  the  pitch  and  lengthen  the  chain  must  be  prevented 
as  much  as  possible,  by  liberal  bearing  area,  hardened 
surfaces  and  lubrication, 

Chain,  Block.  A  steel  chain  used  for  power  transmis 
sion,  made  up  of  center  blocks  and  side  tars,  connected  by 
shouldered  pins  riveted  fast  in  the  outer  links  and  turning 
in  the  holes  in  the  block.  It  cannot  be  provided  with 
rollers.  As  ordinarily  made  the  links  are  of  steel  punch- 
ings,  or  stampings,  machined  in  the  better  grades.  In 
modified  types,  the  side  bars  may  be  drop  forgings  or 
malleable  castings,  with  hubs  which  project  into  counter- 
bores  in  the  block  and  thus  carry  the  load  independently 
of  the  pin.  The  latter  may  then  be  a  bolt,  allowing  de 
tachment  of  the  chain  at  any  point  without  the  necessity 
of  slack. 

The  blocks  may  also  be  specially  formed  with  cavities 


in  the  middle  in  which  rollers  may  be  placed  and  held  by 
pins  passing  through  the  block  crosswise;  these  rollers 
serve  to  support  the  weight  of  the  chain  in  conveyor 
service. 

Page  774-780. 

Chain,  Cable.  A  chain  consisting  of  flat  elongated  oval 
links  made  by  welding  round  iron  or  steel.  When  accu 
rately  pitched  it  is  used  for  conveyors  and  log  hauls. 

Chain,  Close  Link.     See  Chain,  Coil. 

Chain,  Closed  Link,  Closed  End  Link.  A  hinge  type 
chain  composed  of  links  each  of  which  has  its  two  sides 
and  one  end  formed  of  a  single  piece,  usually  of  malleable 
iron.  They  are  made  for  short,  medium  or  long  pitch 
chains,  and  are  connected  to  each  other  by  rivets  or  de 
tachable  pins.  The  latter  may  be  of  ordinary,  case  hard 
ened  or  manganese  steel ;  they  may  turn  in  a  smooth  hole 
across  the  closed  end  of  the  link,  or  in  a  hardened  or 
manganese  steel  bushing  forced  into  the  hole  in  the  end 
of  the  link.  The  pins  are  kept  from  rotating  relative  to 
the  open  ends  of  the  link  and  therefore  wearing  the  holes 
in  it  oval,  by  a  notch  or  flat  on  one  side  of  the  head  en 
gaging  with  a  projection  on  the  side  of  the  link,  or  by  a 
T-head  pin  fitting  into  a  milled  groove.  The  links  are 
usually  of  malleable  iron,  but  may  be  of  cast  or  man 
ganese  steel. 

The  side  bars  at  the  open  end  of  the  link  may  be  smooth 
inside,  simply  lapping  over  the  closed  end  of  the  next  link, 
or  they  may  have  shallow  counterbores  on  the  inside 
around  the  pin  holes,  which  fit  on  to  corresponding  pro 
jections  on  the  sides  of  the  next  link,  thus  relieving  the 
pin  of  part  of  the  shearing  stress  and,  more  important, 
keeping  dirt  out  of  the  joints.  If  made  with  detachable 
pins,  the  links  can  be  separated,  but  the  open  end  of  the 
link  must  be  spread  forcibly  to  allow  it  to  slip  over  the 
projections.  This  is  known  as  interlocking  chain.  In  an 
other  type  the  two  parts  of  the  open  end  are  kept  from 
spreading  by  projections  cast  on  the  next  link  and  hooked 
over  these  ends. 

In  one  variety  of  this  chain  intended  for  service  in 
gritty  material,  the  tubular  shaped  end  or  thimble  which 
connects  the  two  side  bars  at  the  closed  end  is  largely 
cut  away  so  that  the  bushing  is  exposed  and  can  receive 
the  wear  of  the  sprocket  teeth.  Bushings  and  pins  being 
renewable,  the  chain  will  be  very  long  lived.  If  used  as 
a  drag  chain,  the  lower  faces  of  the  links  of  a  chain  are 
made  flat  to  give  large  wearing  surfaces. 

Chain,  Closed  Link  Roller.  A  chain  resembling  the 
closed  link  chain,  but  with  a  roller  placed  on  the  cylindri 
cal  portion  of  the  closed  end  so  that  no  portion  of  the  link 
comes  into  contact  with  the  sprocket.  To  put  the  roller 
in  place,  the  two  sides  of  the  link  must  be  made  separate, 
and  they  are  assembled  with  the  roller  in  place;  the  two 
portions  of  the  closed  end  telescope  into  one  another,  or 
may  be  simply  butted ;  they  are  kept  from  separating  by 
the  pins. 

This  chain  may  also  be  made  with  interlocking  joints. 
(See  Chain,  Closed  Link.) 

Chain,  Coil.  Chain  composed  of  oval  shaped  links  made 
from  round  stock.  The  most  common  form  has  the  plain 
oval  links,  with  adjacent  links  standing  at  right  angles.  A 
90  deg.  twist  may  be  put  in  each  link  so  that  they  all 
occupy  the  same  position,  making  a  twisted  link  coil  chain. 
If  the  chains  are  to  be  used  in  such  a  way  that  kinking 
would  be  a  serious  disadvantage,  short  studs  are  inserted 
in  each  link  across  the  middle  of  the  space,  making  stud 
chain. 

The  links  vary  in  length  according  to  the  use.  Stud 
chain  has  a  maximum  length  inside  the  link  of  about 


32 


CHA 


DEFINITION    SECTION 


CHA 


four  diameters  of  the  bar  from  which  it  is  made ;  stand 
ard  close  link  and  coil  chain  have  a  length  of  about  three 
diameters ;  crane  chain  has  a  length  of  about  two  and 
five-eighths  diameters,  the  shorter  the  better. 

Chain,  Coil  with  Wearing  Block.  An  accurately  pitched 
long  oval  link  chain  in  which  detachable  bearing  blocks 
are  placed  between  the  adjacent  links  in  such  a  way  that 
the  wearing  surface  is  largely  increased,  the  links  are 
kept  at  right  angles  with  each  other,  and  the  strength  of 
the  chain  is  increased.  These  blocks  have  semi-circular 
grooves  on  opposite  sides  in  planes  at  right  angles,  and 
may  be  inserted  into  a  link  without  deforming  it.  With 
this  type  of  chain,  attachments  may  be  formed  on  the 
blocks.  Also  called  Dodge  chain. 

Chain,  Combination.  A  chain  composed  of  a  series  of 
center  links  and  pairs  of  side  connecting  links  or  bars 
alternately  placed.  The  center  link  is  a  closed  rectangle, 
with  transverse  holes  for  the  connecting  pins  in  each  end; 
the  connecting  pins  are  kept  from  turning  in  the  outer 
side  bars  by  having  key  lugs,  fitting  into  notches  in  the 
side  bar,  or  by  having  square  shanks  fitting  square  holes. 

Chain,  Combination  U-Bar.  A  combination  chain  in 
which  two  connecting  pins  and  one  side  bar  are  formed  in 
one  U-shaped  piece  of  round  section  steel,  with  the  re 
maining  side  bar  slipped  over  the  ends  and  cottered  fast. 

Chain,  Detachable  Link.  A  chain  composed  of  links 
which  are  rectangular  in  outline  and  formed  with  a  hook 
across  one  end  which  will  slide  edgewise  on  to  the 
grooved  end  of  the  next  link,  and  articulate  on  it.  This 
sliding  can  take  place  when  one  link  is  turned  up  at  right 
angles  to  the  other ;  when  they  are  in  working  position, 
or  in  line,  they  cannot  be  thus  detached.  The  two  ends 
of  a  strand  of  chain  can  be  connected  by  a  special  coupler 
link  having  a  pin.  Also  called  plain  link  belting,  detach 
able  sprocket  chain,  and  rivetless  chain. 

The  links  are  usually  made  of  malleable  iron,  though 
manganese  steel  is  sometimes  used.  The  chain  has  the 
disadvantages  that  under  heavy  stress  the  hook  opens  out, 
and  gritty  material  can  work  between  the  rubbing  sur 
faces  and  cause  wear ;  the  pitch  increases  from  both 
causes  and  the  chain  then  no  longer  fits  the  sprockets. 

Chain,  Drag.  A  conveying  chain  made  up  with  very 
wide  links  and  laid  flat  in  the  bottom  of  a  trough  where 
it  drags  along  any  material  which  is  placed  in  the  trough 
on  top  of  it.  The  links  are  usually  of  the  closed  end  type, 
of  malleable  iron  castings,  or  formed  from  steel  strip ; 
the  pins  are  riveted  or  detachable.  If  the  cast  form  is 
used  the  lower  faces  of  the  links  are  made  broad  and 
flat  to  give  a  better  wearing  surface.  Wings,  flights  or 
other  attachments  may  be  used  to  increase  their  effective 
ness. 

If  the  links  are  formed  from  steel  bars  of  rectangular 
section  bent  to  shape,  they  may  be  made  in  a  plain  U- 
form.  The  sides  are  often  reinforced  at  the  points  where 
the  pins  pass  through,  to  give  greater  wearing  surface, 
and  these  doubling  bars  may  be  bent  into  a  variety  of 
forms  to  serve  as  wings  or  flights. 

Also  called  refuse  chain  and  sawdust  chain,  the  last 
because  it  is  largely  used  to  remove  sawdust  and  similar 
refuse  from  saw-mills.  (See  Conveyor,  Drag  Chain.) 

Chain,  Drop  Forged  Steel  Bar.  A  chain  made  up  of 
drop  forged  bar  links  with  enlarged  ends,  the  links  being 
arranged  in  alternate  pairs  inside  and  out,  and  connected 
by  riveted  pins,  shouldered  to  prevent  cramping  of 
the  inner  links.  Used  for  heavy  loads  at  low  speeds  and 
in  places  where  a  long  pitch  chain  is  desired ;  if  the  pitch 
is  short  the  cost  of  the  forged  links  is  out  of  proportion 
to  the  metal  saved. 


Chain,  Flat  and  Round  Link.  A  chain  made  up  of  alter 
nating  welded  links  of  two  styles ;  one  is  a  rectangular 
link  made  of  round  stock,  and  the  other  is  an  oval  link 
made  of  flat  stock  bent  flatwise  and  hooked  over  the 
adjacent  ends  of  two  of  the  round  bar  links.  In  use  for 
conveying,  this  chain  presents  the  broad  surface  of  the 
flat  link  to  resist  wear  from  dragging.  Sometimes  called 
steel  conveyor  chain. 

Chain,  Hand.  A  chain,  generally  pendent,  used  for 
operating  crane  or  other  machinery  by  hand.  It  is  usually 
of  the  close  oval  link  variety,  or  crane  chain,  and  should 
be  of  a  convenient  size  for  grasping. 

Chain  Hoist,  See  Hoist,  Chain. 

Chain,  Interlocking.  A  chain  made  of  closed  links  which 
have  the  two  sides  at  the  open  end  so  formed  with  coun- 
terbores  on  the  inside  that  they  hook  over  corresponding 
projections  on  the  next  link,  locking  the  links  together 
independently  of  the  shearing  resistance  of  the  pins.  (See 
Chain,  Closed  Link.) 

Chain,  Load.  The  chain  by  which  a  load  is  lifted  or 
supported.  In  chain  hoists  the  load  chain  passes  over 
chain  sheaves  or  pocket  wheels  made  to  fit  it  and  is 
lifted  by  them.  In  drum  type  hoisting  mechanisms,  the 
load  chain  is  attached  at  one  end  to  the  drum,  and  is 
wound  on  it  as  the  load  is  lifted.  It  is  made  with  short 
links,  known  as  close  link  or  crane  chain,  to  minimize 
bending  stresses  in  passing  around  sheaves  and  drums. 
Pitch  chain,  made  to  fit  toothed  sprockets,  has  also 
occasionally  been  used  for  lifting  loads. 

Chain,  Monobar.  A  long  pitch  chain  consisting  of  a 
series  of  bolts  with  clevis  connections  screwed  on  to  the 
ends  and  connected  to  one  another  by  pins.  Attachments 
may  be  formed  on  the  end  connections,  and  in  case  of 
wear  the  end  connections  only  need  replacement. 

Chain,  Pitch  of.  The  distance  from  a  point  on  one  link, 
as  its  center,  to  the  next  similar  point.  In  chains  which 
have  links  of  one  form  only  and  similarly  placed,  one 
link  only  is  included  in  the  pitch ;  in  chains  consisting 
of  alternating  links  of  different  form,  or  of  alternating 
links  of  the  same  form  but  standing  at  right  angles,  two 
links  are  included.  This  corresponds  to  the  pitch  of  the 
teeth  on  sprocket  wheels,  which  includes  sometimes  one 
and  sometimes  two  links. 

Chain,  Pitch  or  Pitched.  A  chain  which  is  niade  with 
care  so  that  the  distance  from  one  link  to  the  same  point 
on  the  next  one  is  the  same  at  any  part  of  the  chain. 
The  term  is  applied  to  coil  or  oval  link  chain  which  has 
been  made  with  unusual  accuracy  in  this  respect  so  that 
it  may  fit  properly  around  sprockets  and  pocket  wheels. 
It  is  also  often  used  to  designate  any  of  the  hinged 
or  articulated  chains  which  are  made  to  be  operated  on 
sprockets,  and  therefore  must  have  uniform  pitch. 

Chain,  Punched  and  Riveted  Steel.  A  narrow  unbushcd 
chain  which  is  made  up  of  alternate  pairs  of  flat  steel 
links  placed  inside  and  out,  the  inside  links  being  sep 
arated  by  a  thin  washer  or  spacer.  Rivets  pass  through 
the  four  bars,  no  rollers  or  bushings  being  used.  Oc 
casionally  the  two  inside  links  are  replaced  by  one  link 
of  the  combined  thickness,  making  practically  a  narro'w 
block  chain. 

Also  called  hog  scraper  chain,  and  ice  chain. 
This  chain  is  suitable  for  heavy  loads   at  heavy  load 
speeds,  or  for  intermittent  use,  but  the  lack  of  wearing 
bushings  makes  it  unsatisfactory  for  high  speed. 

Chain,  Refuse.     See  Chain,  Drag. 

Chain,  Roller.  Any  articulated  or  hinged  chain  which 
has  rollers  included  in  its  construction  to  minimize  wear 


33 


CHA 


MATERIAL    HANDLING    CYCLOPEDIA 


CHU 


or  decrease   friction.     (See   Chain,   Steel   Bushed   Roller; 
Chain,  Closed  Link  Roller.) 

Chain,  Roller  Carrier.  A  roller  chain  having  side  links 
curved  so  that  the  rollers  are  below  the  top  of  the  links, 
and  will  not  interfere  with  objects  resting  on  a  horizontal 
run  of  the  chain  or  with  slats  attached  to  them.  The 
roller  is  sufficiently  large  to  project  below  the  links  at 
the  bottom  and  runs  on  the  guide  or  rail. 

Chain,  Silent.  A  term  applied  to  a  steel  chain  made  up 
for  use  as  a  belt  for  transmitting  power  between  two 
wide  faced  sprockets  on  parallel  shafts.  It  usually  con 
sists  of  a  series  of  small  flat  links  or  leaves  connected 
by  joints  having  hardened  segmental  bushings  and  case 
hardened  pins,  or  by  joints  in  which  one  part  rocks  or 
rolls  on  the  other  as  the  links  articulate  in  passing  around 
sprockets. 

Another  feature  of  these  chains  is  the  pointed  ends  of 
the  links  which  are  turned  toward  the  sprocket  and  en 
gage  with  the  straight  teeth  of  the  latter.  Owing  to  the 
sloping  sides  of  the  sprocket  teeth,  the  chain  can  ride 
higher  on  them  as  it  wears  and  increases  in  pitch,  thus 
automatically  adjusting  itself  to  the  lengthened  pitch. 

Chain,  Steel  Bar  Bushed  Roller.  A  chain  having  articu 
lations  like  those  of  a  steel  bushed  roller  chain,  but  with 
very  much  longer  links. 

Chain,  Steel  Bushed.  A  chain  similar  to  the  steel 
bushed  roller  chain,  but  without  the  roller.  The  wear 
from  passing  around  sprockets  thus  comes  directly  on  the 
outside  of  the  bushing. 

Chain,  Steel  Bushed  Roller.  A  chain  composed  of  pairs 
of  flat  steel  side-bar  links  placed  alternately  inside  and 
outside.  The  inner  links  have  riveted  between  them  at 
each  end,  bushings  or  thimbles  which  are  kept  from  turn 
ing  by  the  form  of  their  ends.  A  loose  cylindrical  roller 
is  placed  around  the  outside  of  each  of  these  bushings 
between  the  inner  side  bars,  and  a  pin  passing  through 
the  bushings  extends  at  its  ends  beyond  the  inner  side 
bars  and  into  the  outer  bars,  and  is  attached  to  the 
latter  in  such  a  way  that  it  cannot  turn.  The  device 
used  is  a  lug  key,  or  a  notched,  flat  sided  or  T-headed 
bolt  fitted  into  a  correspondingly  formed  side  bar.  Thus 
the  pin  is  always  forced  to  turn  in  the  bushing,  and  the 
large  wearing  surface  insures  long  life.  Pin  and  bush 
ing  are  replaceable. 

Instead  of  the  side  bars  being  alternately  inside  and 
outside,  they  may  be  offset,  and  assembled  inside  at  one 
end  and  outside  at  the  other. 

The  rollers  may  be  cast  or  malleable  iron,  bronze  or 
steel,  according  to  the  material  handled.  They  serve 
two  purposes ;  to  lessen  the  friction  and  wear  in  pass 
ing  around  driving  and  idler  sprockets,  and  to  support 
the  weight  of  the  chain  and  any  attachments  to  it.  The 
latter  is  of  especial  importance  when  these  chains  are 
used  as  drag  conveyors  of  the  flight  or  similar  type. 
The  rollers  are  often  flanged  to  run  on  a  rail,  and  in 
this  form  are  used  for  pivoted  bucket  conveyors,  etc. 
If  the  load  is  very  heavy,  as  in  long  elevators  or  con 
veyors,  the  rollers  for  the  sprocket  teeth  and  the  rollers 
for  carrying  the  weight  are  separate,  the  latter  being 
placed  on  the  outside  of  the  double  line  of  conveyor 
chain.  In  this  way  the  chambered  rollers  on  which  the 
moving  load  is  supported  are  relieved  of  the  dead  weight 
of  the  entire  conveyor  in  passing  around  the  driving 
sprockets  at  the  head. 

In  an  unbushed  roller  chain  the  wear  comes  on  the 
sides  of  the  holes  in  the  side  bars,  and  as  the  bearing 
area  is  small,  the  holes  rapidly  elongate  and  the  pitch 
of  the  chain  increases. 


Chain,  Stud.     See  Chain,  Coil. 

Chain,  Tightener.  A  mechanism  for  taking  up  the  slack 
of  a  chain  by  means  of  an  idler  sprocket  which  can 
be  slid  or  swung  against  the  return  run  of  the  chain, 
forcing  it  out  of  the  direct,  and  therefore  the  shortest 
line.  Take-ups  are  also  used  for  the  same  purpose,  act 
ing  directly  on  the  end  sprockets  of  an  endless  chain 
drive. 

Chain,  Transfer.  A  conveyor  chain  made  to  be  dragged 
in  a  horizontal  channel  with  a  load  resting  on  it.  and  con 
sisting  of  links  connected  by  detachable  or  riveted  pins 
and  having  complete  flat  or  beveled  roofs  or  tops  on 
which  the  load  rests.  Two  parallel  strands  are  generally 
used  for  conveying  work. 

Chain,  Transmission.  A  chain  used  for  the  transmission 
of  power,  generally  between  sprockets  on  parallel  shafts. 
Single  or  multiple  width  chains  may  be  used,  the  latter 
resembling  a  belt,  and  they  may  be  of  the  roller  construc 
tion,  or  the  so-called  silent  chain  type. 

Chain,  Weldless.  A  term  applied  to  some  varieties  of 
light  chain  which  are  made  up  of  bent  steel  punchings  or 
of  bent  and  twisted  wire,  without  welding,  riveting  or 
bolting. 

Chains,  Wheelbarrow.  A  chain  sling  for  lifting  a 
wheelbarrow  by  a  crane  or  hoist,  consisting  of  three 
chains  attached  to  a  ring  to  be  slipped  on  the  crane  hook, 
with  two  eyes  and  a  hook  at  the  lower  ends  for  attach 
ing  to  the  wheelbarrow  handles  and  hooking  into  the 
wheel  respectively. 

Change  Gears.  An  arrangement  of  gears  by  which  a 
change  of  angular  velocity  ratio  is  possible  by  exchang 
ing  gears  of  different  numbers  of  teeth  in  the  set. 
Much  used  in  engine  lathes  for  screw  cutting. 

Change  gears  have  been  used  in  the  past  in  crane  hoists, 
for  changing  the  speed  of  hoist  with  varying  loads.  They 
are  occasionally  used  in  modern  winches,  made  up  some 
what  like  the  transmission  gearing  in  an  automobile, 
where  the  axial  shifting  of  one  or  more  sets  of  gears 
produces  the  desired  changes. 

Charging  Machine.  A  machine  used  for  charging  open 
hearth  furnaces,  built  to  travel  along  trucks  on  the 
ground  in  front  of  the  furnaces,  and  having  an  arm 
which  may  attach  itself  to  the  end  of  a  charging  box, 
raise  it  and  enter  it  into  the  furnace  door,  and  turn  the 
box  over,  dumping  the  contents  into  the  furnace.  The 
motions  are  then  reversed.  (See  also  Crane,  Charging.) 

Chassis,  Motor  Truck.     The  name  applied  to  the  com 
plete   running   gear   and   power   plant   of   an   automobile. 
It  may   or   may   not   include   the   seat   or   cab   and   wind 
shield. 
Page  702. 

Cheek  Block.  One  of  the  pair  of  heavy  weights  shaped 
so  as  to  fit  on  the  cheeks  of  the  fall  block  of  hoisting 
tackle,  to  make  it  heavy  enough  to  cause  the  tackle  to 
overhaul  without  load.  (Sec  also  Downhaul  Ball.) 

Chock,  Rope.  A  name  given  to  a  rope  guiding  arrange 
ment  consisting  of  a  frame  containing  a  grooved  sheave, 
or  containing  two  grooved  sheaves  so  mounted  that  the 
rope  is  virtually  enclosed  by  the  two  rims.  The  chock 
is  usually  bolted  to  the  top  face  of  a  timber,  with  the 
axes  of  the  sheaves  vertical,  but  it  may  be  placed  in 
any  position  desired. 

Chocks.  Blocks  of  wood  or  pieces  of  steel,  properly 
shaped  and  placed  to  prevent  wheels  from  rolling  along 
a  rail.  Placed  at  the  end  of  a  track,  they  serve  to  keep 
the  car  from  running  off. 

Chute.  A  trough-shaped  structure  set  on  a  slope  steep 
enough  so  that  bulk  or  package  material  delivered  to 


34 


CHU 


DEFINITION    SECTION 


CHU 


it  at  one  end  will  slide  down  its  length  to  the  other  unless 
deflected  or  discharged  by  a  suitable  device  at  some 
intermediate  point.  The  transverse  section  of  the  chute 
may  be  rectangular,  curved  or  composite ;  its  plan  may 
be  straight,  curved  or  spiraled,  and  uniform,  tapered,  or 
flaring.  Various  materials  are  used  and  chutes  may 
be  fixed,  portable,  swinging,  telescoping,  folding,  etc. 
According  to  the  use  to  which  they  are  put,  they  are 
called  filling,  loading,  feeding,  deflecting,  distributing, 
bagging,  lowering,  etc.,  and  according  to  the  material 
handled  as  ash,  coal,  concrete,  package,  etc.  Some  special 
arrangements  of  chutes  are  described  under  Chute,  Under- 
track;  Chute,  Lowering;  Chute,  Screening;  Chute, 
Bagging;  Chute,  Hooded. 

If  made  in  sections,  they  overlap  in  the  direction  of 
flow,  or  are  carefully  butted  and  secured  in  such  a  way 
that  there  is  no  obstruction  to  the  flow. 

The  term  spout  is  also  often  used  to  designate  a  chute, 
though  it  is  preferably  applied  to  channels  which  are 
completely  enclosed  rather  than  to  those  which  are  open 
at  the  top. 

Chute,  Bagging.  A  chute  used  for  delivery  of  material 
trom  overhead  bins  or  loading  machines  into  wagons,  so 
shaped  at  its  exit  as  to  be  easily  introduced  into  a  bag, 
and  provided  with  an  easily  controlled  gale. 
Chute,  Concrete.  The  chute  forming  a  portion  of  a 
system  of  concrete  distribution.  Several  types  of  chutes 
are  used,  depending  on  the  system  and  the  location  in  the 
system. 

In  the  boom  supported  plants,  the  first  section,  receiving 
from  the  hopper  on  the  tower,  has  a  round  swivel  head 
or  hopper  about  24  in.  in  diameter  at  its  receiving  end, 
and  a  downward  projecting  swivel  or  deflecting  plate  at 
its  lower  end,  and  the  succeeding  sections  are  similar. 
In  the  continuous  line  plant,  the  lower  end  of  the  first 
section  has  a  sleeve  and  insert  with  cross  keys  and  chain 
for  connecting  it  to  the  next  section,  and  the  succeeding 
sections,  except  the  last,  have  these  sleeves  and  inserts  at 
both  ends.  The  final  section  has  a  deflecting  plate  at  its 
lower  end  to  produce  a  downward  discharge. 

Concrete  chutes  are  installed  on  a  slope  varying  from 
1  to  3  to  1  to  2^.  The  diameter  is  usually  12  in.,  though 
10  in.  chutes  are  sometimes  used.  The  transverse  section 
is  round-bottomed  or  egg-shaped.  Liners  of  12  to  14 
gage  thrckncss  are  sometimes  riveted  inside  of  the  chutes 
to  take  the  wear. 

Chute,  Extensible.  A  sloping  chute  which  may  be 
moved  in  the  direction  of  its  length,  without  changing 
its  slope,  to  vary  its  point  of  delivery.  The  point  at 
which  the  material  is  delivered  to  the  chute  is  fixed,  and 
the  chute,  mounted  on  rollers,  is  raised  and  lowered  by 
endwise  movement  along  an  inclined  track,  under  the 
control  of  a  small  winch.  This  arrangement  is  some 
times  used  for  loading  coal  into  hopper  bottom  or  gon 
dola  cars  from  a  tipple  above  the  loading  track.  (See 
also  Boom,  Loading.) 

Chute,  Hooded.  A  chute  which  has  a  hood  or  vertical 
plate  across  its  discharge  end  with  an  opening  in  the 
chute  bottom  close  to  the  plate,  arranged  to  discharge 
material  vertically  downward  independent  of  the  angle 
of  the  chute. 

Chute,  Lowering.  A  chute  which  is  intended  for  lower 
ing  a  fragile  or  breakable  material  like  coal  or  coke  from 
a  height  with  a  minimum  of  breakage,  instead  of  dropping 
it.  Two  forms  are  common ;  the  spiral  lowering  chute,  in 
which  the  chute  is  curved  in  a  spiral  around  a  vertical 
central  post ;  and  the  shelf  lowering  chute  consisting  of 


a  vertical  tube,  round  or  square  in  section,  having  a 
series  of  equally  spaced  internal  shelves  or  baffles  alter 
nately  placed  on  opposite  sides. 

Chute,  Serpentine.  A  chute  by  which  bags,  bales  and 
similar  packages  may  be  lowered  in  a  practically  vertical 
direction,  consisting  of  a  passage  formed  into  a  series 
of  reversed  curves  all  lying  in  a  vertical  plane,  so  that 
a  sack  inserted  at  the  top  is  thrown  from  side  to  side 
and  does  not  attain  sufficient  speed  to  be  damaged.  To 
admit  at  intermediate  floors,  the  lower  side  of  a  door 
on  a  convex  side  is  swung  inward  against  the  opposite 
side  of  the  chute,  exposing  the  full  opening  of  the  chute. 
To  discharge  at  intermediate  floors,  the  top  of  another 
door  on  a  convex  curve  is  swung  inward  against  the 
opposite  side,  thereby  acting  as  a  deflecting  plate  on  which 
a  sack  will  slide  out  on  to  a  delivery  table. 

Chute,  Screening.  A  chute  having  a  screen  set  in  the 
bottom  so  that  material  passing  over  it  will  have  sep 
arated  from  it  the  dust  of  "fines."  This  type  of  chute 
is  often  used  for  loading  coal  from  overhead  bins  into 
wagons,  the  dust  being  retained  in  a  separate  hopper 
beneath  the  chute  and  emptied  from  time  to  time. 

Chute,  Spreader.  A  chute  which  is  flared  at  its  dis 
charge  end  into  a  long  slot-like  opening,  which  will 
spread  the  material  passing  through  it  in  a  wide  thin 
stream.  Chutes  of  this  form  are  used  to  spread  the 
coal  delivered  from  overhead  bunkers  to  the  magazines 
of  stokers.  They  are  subject  to  the  disadvantage  that  the 
fine  coal  may  pile  in  the  middle  and  the  lumps  roll  to 
the  sides,  making  an  uneven  fire. 

Chute,  Spiral.  A  gravity  conveyor  in  which  the  ma 
terial  slides  downward  in  a  chute  which  is  wound  in  a 
helical  form  around  a  central  vertical  axis.  The  single 
spiral  chute  is  the  most  usual,  though  there  are  often 
two  and  even  three  separate  chutes  around  the  same  axis, 
known  as  double  or  triple  flight  (or  blade)  spiral  chutes, 
or  as  multiple  runways.  Or  a  single  runway  may  be 
divided  into  two  or  more  by  vertical  partitions  running 
throughout  the  length,  one  being  close  to  the  axis  and 
steep  in  pitch,  and  the  other  toward  the  outer  circum 
ference,  and  therefore  less  steep. 

If  wound  very  closely  about  a  central  supporting  post 
or  core  and  rigidly  attached  to  it,  the  spiral  is  known 
as  a  closed  center;  if  wound  on  a  larger  circumference, 
will;  a  clear  vertical  circular  shaft  through  the  center, 
as  an  open  center.  A  combination  type  is  also  in  use, 
having  the  central  opening,  but  with  a  post  to  which 
the  inner  side  of  the  chute  is  connected  and  braced.  The 
open  type  is  braced  and  supported  by  the  floors  through 
which  it  passes ;  the  closed  type  usually  depends  entirely 
on  the  core  or  post,  which  carries  the  whole  weight  of 
chute  and  contents,  and  transmits  it  to  the  foundations 
beneath.  Any  of  these  three  types  are  termed  housed  or 
enclosed  when  they  are  completely  shut  in  by  a  tight 
casing,  usually  built  of  steel  plates. 

The  chute  proper  or  runway  bed  is  made  of  sheet  steel 
fan  shaped  sections  termed  wings,  or  flights,  lapped  in 
the  direction  of  travel  or  flanged  and  butted,  or  of  cast 
iron  sections  flanged  and  bolted.  It  may  be  flat  or  slight 
ly  concaved  on  the  bottom,  the  theory  of  the  concave 
.section  being  that  it  will  exercise  some  control  over  the. 
speed  of  descending  objects.  Those  which  slide  easily 
and  attain  high  velocity  will  move  outward  due  to  centrif 
ugal  force  to  locations  where  the  slope  is  smaller,  and 
will  therefore  slow  down.  Those  which  tend  to  travel 
slowly  will  stay  near  the  axis,  on  account  of  the  curved 
runway  bottom,  thereby  gaining  the  benefit  of  steeper 


35 


CHU 


MATERIAL    HANDLING    CYCLOPEDIA 


CLU 


slope.  Guard  rails  are  erected  at  the  outer  edge,  these 
usually  consisting  of  a  solid  rail  of  steel  plate  of  a  height 
depending  on  the  size  of  packages  carried.  In  housed 
chutes  the  guard  rail  may  be  omitted  and  the  inside  of 
the  housing  used  instead. 

Spiral  chutes  most  naturally  receive  their  load  at  the 
top  and  discharge  at  the  lower  end  of  the  spiral.  Loading 
can  be  easily  done  at  any  intermediate  point,  by  passing 
objects  over  the  guard  rail,  or  by  raising  a  90  deg.  sec 
tion  of  the  runway  and  sliding  them  over  the  edge  of 
the  portion  below.  Discharge  can  also  be  obtained  at 
any  point  by  removing  or  swinging  inward  a  portion  of 
the  guard  rail  and  allowing  objects  to  pass  off  tangen- 
tially,  or  by  lowering  a  flap  or  diverter  onto  the  runway 
bed  so  that  they  slide  onto  this  flap  and  out  of  the  spiral. 
This  is  called  a  switchout  plate.  Delivery  is  made  onto 
a  horizontal  or  sloping  table,  the  floor,  a  roller  conveyor 
section,  etc.,  according  to  convenience.  Automatic  ver 
tical  sliding  or  hinged  fire-proof  doors  are  fitted  at  all 
floors  where  fire  protection  is  necessary. 
Also  called  friction  spiral. 
Page  390,  759-767. 

Chute,  Telescoping.  A  chute  which  consists  of  two  or 
more  parts  lapping  over  one  another  in  the  direction  of 
flow,  and  arranged  so  that  they  may  be  telescoped  within 
one  another  either  for  better  portability,  or  to  secure  a 
variation  in  the  point  of  delivery.  (See  also  Chute, 
Extensible.) 

Chute,  Tilting.  A  short  trough  shaped  chute,  open  at 
both  ends,  placed  transversely  beneath  the  discharge 
opening  of  a  scraper  conveyor  and  pivoted  at  the  middle 
of  its  length,  so  that  it  can  tip  in  either  direction  and 
discharge  the  received  material  at  either  end. 

Clamps,  Track.  Any  device  by  which  a  truck  or  car 
may  be  rigidly  clamped  to  the  rail  on  which  it  runs,  and 
all  rolling  motion  prevented.  On  shipboard  crane  trolleys 
of  all  kinds  are  provided  with  track  clamps,  to  prevent 
rolling  due  to  the  motion  of  the  ship. 

Also,  in  traveling  cranes  moving  on  tracks  of  ordinary 
or  narrow  gage,  especially  locomotive  and  wrecking 
cranes,  means  by  which  the  car  frame  is  clamped  down  to 
the  tracks,  in  order  to  give  greater  stability  when  lifting 
loads  at  a  large  radius.  (See  Outriggers.) 

Clamp,  Transmission.  A  part  clamped  to  the  cable  in 
a  cable  haul-up  or  car  haul-up  to  assist  the  driving 
sheave  or  gap  wheel  in  propelling  the  cable.  Flights  or 
spurs  are  clamped  at  the  regular  intervals  required  for 
the  conveying  or  elevating  work,  but  these  are  often  too 
far  apart  for  driving  purposes,  as  it  is  necessary  that 
at  least  one  clamp  be  in  contact  with  the  driving  wheel 
continuously.  Intermediate  driving  or  transmission 
clamps  are  therefore  added.  They  may  be  plain  cylin 
drical  clamps,  the  same  with  a  single  axle  and  two 
rollers,  or  with  two  axles  and  four  rollers ;  these  rollers 
serve  to  prevent  the  cable  from  dragging  on  the  support 
ing  structure  as  it  passes  over  the  convex  curve  at  the 
top  of  the  incline. 

Clearance.  The  distance  or  space  between  moving  and 
fixed  objects,  or  between  two  moving  objects,  when  they 
are  nearest  together. 

Also,  the  allowance  necessary  to  prevent  interference 
of  parts  which  have  relative  motion. 

Also,  the  linear  distance  between  the  piston  face  and 
the  inside  of  the  cylinder  head  of  a  reciprocating  engine. 

Clearance,  Crane.  The  distances  or  dimensions  which 
determine  the  maximum  size  of  a  crane  for  a  given  loca 
tion.  They  are  generally  given  as  follows  (for  an  over 
head  traveling  crane)  : 


A.  Center  to  center  of  runway  rails. 

B.  Center  of  rail  to  nearest  point  of  wall. 

C.  Floor  level  to  top  of  rail ;  if  hook  must  go  below 
floor  level,  give  distance. 

D.  Top  of  rail  to  lowest  point  of  roof  truss  or  other 
overhead  obstruction. 

E.  F,  G,  H.     Dimensions  of  roof  knee  braces,  if  any. 
Cleat.     A  wood  or  metal  fitting  having  two  projecting 

ends  or  horns,  to  which  a  rope  is  fastened  by  several  turns 
around  it. 

Clevis.  A  fastening  consisting  of  a  forked  end  of  a 
bar,  with  eyes  in  each  of  the  two  ends;  a  pin  or  belt, 
passing  through  the  two  eyes,  is  used  to  attach  the  clevis 
to  an  eye  or  link.  (See  also  Shackle.) 

Clevis  Connection.  A  method  of  connecting  two  parts 
by  which  a  flat  projection  having  a  hole  or  eye  in  one 
part  is  inserted  between  two  similar  projections  from  the 
other  part,  and  a  bolt  passed  through  all  the  holes  and 
locked  to  prevent  it  working  out.  Used  for  attaching 
hoists  to  trolleys  and  similar  purposes,  where  the  greater 
portability  resulting  from  a  hooked  connection  is  unneces 
sary,  and  it  is  necessary  to  have  a  close  connection  to 
save  headroom. 

Clip.  A  short  length  of  structural  bar,  generally  an 
angle,  used  to  strengthen  points  of  attachment  of  various 
members  of  a  steel  structure. 

Clips,  Rail.  Steel  pieces  used  to  hold  crane  rails  etc., 
to  structural  steel  plates  and  beams. 

Clips,  Rail  End.  Steel  stops  placed  at  the  ends  of  rails 
to  prevent  creeping. 

Clutch.  A  device  for  transmitting  power  from  one  ro 
tating  shaft  to  another  in  alinement  with  it,  which  can 
be  connected  or  disconnected  at  will.  It  may  be  of  the 
friction  type,  or  of  the  positive  type. 

Friction  clutches  are  those  in  which  motion  is  trans 
mitted  by  virtue  of  the  friction  of  surfaces  pressed  into 
contact.  (See  Clutch,  Friction.) 

Positive  clutches  are  those  in  which  toothed  or  ser 
rated  surfaces  locking  onto  one  another  are  used  to 
transmit  the  motion.  (See  Clutch,  Positive.) 
•'•  Occasionally  clutches  are  used  which  combine  the 
ability  to  gradually  pick  up  a  load  afforded  by  the  fric 
tion  clutch,  with  the  positive  driving  of  the  jaw  clutch, 
by  having  the  latter  brought  into  action  after  the  two 
parts  have  been  brought  to  the  same  speed  by  the  fric 
tion  clutch. 

Clutch,  Drag.  A  friction  clutch  which  is  intended  to 
slip  when  the  torque  is  in  excess  of  a  certain  amount 
established  as  desirable.  Used  for  operating  drums 
winding  tag  lines,  magnet  leads,  etc.,  in  hoisting  equip 
ment,  where  the  purpose  is  merely  to  take  up  the  slack 
or  to  maintain  a  slight  tension  in  addition. 

Clutch,  Friction.  A  clutch  in  which  rotary  motion  is 
transmitted  from  the  driving  to  the  driven  shaft  by 
means  of  friction  surfaces  pressed  into  intimate  con 
tact.  Four  types  are  in  general  use :  contracting  band, 
internal  expanding,  cone,  and  disc  or  plate. 

In  the  contracting  band  type,  a  band  is  carried  by  one 
end  of  the  shaft  in  such  a  way  that  it  can  be  tightened 
on  the  surface  of  a  cylindrical  drum  on  the  end  of  the 
other  shaft  with  sufficient  force  to  drive  it. 

In  the  internal  expanding  type,  the  band  is  inside  the 
cylinder  or  drum,  and  expands  to  exert  the  necessary 
pressure. 

Cone  clutches  may  be  single  or  multiple.  In  the  former 
a  single  cone  with  external  friction  surface  is  pressed 
into  a  correspondingly  arranged  internal  conical  fric 
tion  surface.  The  surfaces  may  be  metal  to  metal,  or 


36 


CLU 


DEFINITION    SECTION 


CON 


one  may  be  faced  with  wood,  leather  or  some  other 
suitable  material.  Double  opposed  cones  may  be  used 
giving  a  wedge-shaped  section  to  the  friction  element. 
Multiple  cones  may  be  used,  distributed  radially  on  the 
same  disc,  or  axially,  in  series  along  the  shaft  alternately 
connected  to  one  shaft  and  to  the  interior  of  a  drum 
keyed  on  the  other  shaft. 

Disc  or  plate  clutches  have  flat  disc  friction  surfaces, 
sometimes  single,  but  generally  multiple.  In  this  last 
type  alternate  discs  are  keyed  to  a  hub  fast  on  one  shaft, 
and  to  the  inside  of  a  shell  or  casing  fast  to  the  other 
shaft.  The  sets  of  discs  are  of  different  metals,  or  one 
set  may  be  faced  with  friction  fabric;  they  may  be  run 
in  oil  or  dry.  They  are  pressed  together  axially  when 
engagement  is  desired,  and  a  small  amount  of  pressure 
will  produce  a  large  amount  of  friction,  on  account  of 
the  many  surfaces  in  contact.  This  is  called  the  Weston 
clutch,  and  is  much  used  in  hoisting  machinery,  es 
pecially  when  combined  with  a  screw  mechanism  and 
used  as  a  brake.  (See  Brake,  Screw.) 

For  friction  clutch  as  applied  to  the  friction  drum  of 
a  winch,  see  Drum,  Friction. 

Friction  clutches,  sometimes  called  slip  couplings,  are 
often  used  as  safety  devices,  the  controlling  springs  or 
other  forces  being  so  adjusted  that  the  friction  is  just 
sufficient  to  overcome  the  normal  resistance,  but  will 
slip  when  abnormal  resistance  is  offered,  thus  prevent 
ing  breakage. 

Clutch,  Magnetic.  A  revolving  magnetic  field  set  up 
by  the  rotation  of  a  magnet  in  one  part  of  the  clutch 
drags  the  other  part  by  means  of  eddy  currents  in 
duced  in  it.  When  brought  into  contact,  driving  is 
practically  positive.  This  clutch  is  not  in  extensive  use 
in  material  handling  machinery,  on  account  of  compli 
cations. 

Clutch,  Positive.  A  clutch  having  two  parts  with  teeth 
or  jaws  which  lock  into  each  other  while  transmitting 
power.  One  part  of  the  clutch  is  keyed  fast  to  its  shaft ; 
the  other  part  is  keyed  to  its  shaft  but  slides  freely 
along  it,  and  is  moved  by  a  fork  fitting  into  a  groove  in 
the  hub  of  the  sliding  part. 

The  jaws  may  be  straight  sided  or  slightly  tapered, 
the  latter  eliminating  backlash,  but  requiring  that  the 
moving  part  be  held  in  by  force.  The  jaws  may  also  be 
straight  on  one  side,  and  very  much  tapered  or  spiraled 
on  the  other,  in  which  case  the  clutch  will  disengage 
itself  if  reverse  rotation  occurs,  and  driving  can  be  done 
in  one  direction  only. 

When  the  jaws  are  very  numerous,  the  clutch  is 
generally  said  to  be  toothed;  the  teeth  may  be  parallel, 
tapered  or  spiraled,  as  with  jaws. 

Positive  clutches  must  be  engaged  only  when  the 
relative  motion  of  the  two  shafts  is  nothing  or  very 
small. 

Clutch,  Pulley.  A  pulley  having  one-half  of  a  clutch 
incorporated  in  its  hub,  so  that  it  can  be  connected  to  the 
shaft  on  which  it  is  mounted,  or  run  loose,  as  desired. 
Also  called  a  pulley  coupling. 

Clutch,  Slip.  A  friction  clutch  which  is  intentionally 
set  so  as  to  slip  under  excessive  torque,  thus  becoming 
a  safety  device  and  protecting  the  machinery  beyond  it. 
Coaling  Station,  Locomotive.  A  structure  located  at 
a  convenient  point  on  a  railway  line  at  which  locomo 
tives  may  receive  their  coal  for  fuel.  It  usually  com 
prises  one  or  more  elevated  bins  or  pockets,  with 
conveyors  or  elevators  for  keeping  them  supplied  with 
coal,  with  weighing  and  perhaps  screening  arrangements, 
and  with  chutes  for  delivering  to  the  locomotive  tenders. 


Sanding  equipments  are  also  often  included.    Also  called 
fueling  station. 

Cock.  A'  device  used  for  controlling  the  flow  of  fluid 
in  a  pipe,  consisting  of  a  body  with  an  opening  straight 
through,  arranged  for  pipe  connections  at  the  two  ends, 
and  a  transverse  opening,  usually  tapered,  into  which  is 
tightly  fitted  a  revolvable  plug  having  itself  a  transverse 
opening.  This  opening  can  be  made  to  register  with  the 
body  openings,  leaving  a  clear  passage  for  flow,  or  can 
be  turned  at  right  angles,  thereby  stopping  all  flow. 

Cock,  Four-way.  A  cock  having  two  connecting  open 
ings  through  the  body  at  right  angles  to  each  other, 
and  also  a  plug  with  four  openings  which  are  connect 
ed  in  two  non-communicating  pairs.  Any  pair  of  ad 
jacent  outlets  of  the  body  can  be  connected  at  will. 

Cock,  Three-way.  A  cock  having  a  through  opening 
and  a  side  outlet  at  90  deg.  in  both  plug  and  body.  The 
plug  can  be  turned  so  as  to  connect  any  two  of  the 
openings,  all  three,  or  none. 

Coil.  A  ring,  or  continuous  series  of  rings,  into  which 
a  flexible  body,  as  a  rope  or  chain,  may  be  formed,  either 
loosely  on  the  floor,  or  around  a  drum,  reel,  or  other 
object. 

Also  a  continuous  line  of  pipe  arranged  in  a  series  of 
circuits  or  turns  close  to  one  another. 

Coke  Fork.  A  modification  of  the  ordinary  grab 
bucket  to  adapt  it  for  handling  coke.  This  material  is 
pulverized  by  the  ordinary  form  of  shells.  Curved  tines 
are  substituted  for  plate  shells,  and  these  slide  under  and 
between  the  lumps  with  less  breakage.  Any  of  the  vari 
ous  forms  of  light  clam  shell  buckets  may  be  so  adapted, 
the  operating  gear  remaining  the  same. 

Column.  A  vertical  structural  member  designed  for 
the  resisting  of  vertical  or  axial  compressive  load ;  a 
vertical  strut. 

Column  Section,  Rolled  Steel  H.  A  rolled  steel  bar 
having  a  cross  section  like  the  letter  H.  As  it  can  be 
made  of  approximately  equal  strength  against  yielding  in 
any  direction,  it  is  used  for  columns  in  steel  construction. 

Collar,  Grease.  A  ring  of  grease  which  forms  at  the 
ends  of  a  journal  bearing  lubricated  from  a  grease  cup. 
This  grease  collar  is  often  allowed  to  remain  when  the 
bearing  is  in  a  dusty  place,  as  it  prevents  grit  from 
working  into  the  bearing. 

Concentrator.     See  Conveyor,  Belt,  Idlers  for. 

Compensating  Pulley.     See  Equalizing  Sheave. 

Compensating   Truck.     See    Equalizing   Truck. 

Concrete  Distribution,  Boom  Plant.  A  method  of  chut- 
ing  concrete  in  which  the  first  section  of  chute  is  sup 
ported  by  a  boom  swung  from  the  tower,  followed  by  a 
section  mounted  on  a  counterweighted  truss  suspended 
from  the  end  of  the  boom,  and  this,  if  additional  length 
is  necessary,  by  chute  sections  carried  on  floor  supports 
such  as  horses,  tripods,  gin  poles,  etc.  A  plant  of  this 
sort  can  be  made  portable  by  mounting  the  tower  and 
mixing  plant  on  a  barge,  wheeled  platform  or  railway 
car,  the  tower  being  temporarily  guyed  in  position  if 
necessary,  or  braced  with  stiff-legs. 

Concrete  Distribution  by  Chuting.  A  method  of  dis 
tributing  concrete  in  which  the  latter  is  elevated  to  the 
desired  level  in  a  bucket  which  is  hoisted  in  a  temporary 
tower,  dumped  into  a  receiving  hopper  on  the  side  of 
the  tower,  and  discharged  through  a  gate-controlled 
spout  into  a  line  of  chutes.  According  to  the  method  of 
supporting  the  chutes,  there  are  three  types :  the  con 
tinuous  line  plant,  the  boom  plant  (stationary  or  portable) 
and  the  tripod  plant. 


37 


CON 


MATERIAL    HANDLING    CYCLOPEDIA 


CON 


Concrete     Distribution,     Continuous     Line     Plant.      A 

method  of  chuting  concrete  in  which  the  succession  of 
downward  sloping  chutes  are  suspended  from  trolleys 
on  a  wire  cable  by  manila  rope  tackle,  two  attachments 
being  made  to  each  section.  Discharge  may  take  place 
at  the  end  of  the  line,  or  at  any  intermediate  point  by 
line  gates  with  vertical  drop  sections,  from  which  flexible 
chutes  or  "elephant's  trunks"  lead  the  material  down  to 
the  desired  level.  Special  or  "combination"  chute  sec 
tions  are  used  at  the  hopper  end  and  at  the  discharge 
end;  the  intermediate  sections  are  of  the  continuous  line 
type. 

If  the  distance  the  concrete  is  to  be  carried  is  more 
than  can  be  obtained  with  the  slope  from  the  initial 
tower,  a  second  or  relay  tower  may  be  used  to  re-elevate 
it  and  start  it  through  another  line  of  chuting;  this  may 
be  repeated  if  desired. 

Concrete  Distribution,  Tripod  Plant.  A  method  of 
chuting  concrete  in  which  the  succession  of  downward 
sloping  chutes  is  supported  by  tripods  of  various  heights 
standing  on  the  floor.  The  tripods  may  be  moved  about 
when  a  change  in  the  discharge  point  is  desired,  but  the 
system  is  so  cumbersome  as  compared  with  the  boom  or 
continuous  line  systems  that  it  is  not  much  used  at  pres 
ent,  except  as  an  auxiliary  to  a  boom  or  continuous  line 
plant. 

Container.  A  general  term  signifying  any  structure  or 
contrivance  within  which  material  may  be  enclosed,  or 
on  which  it  may  be  supported  for  preservation,  trans 
portation,  chemical  or  other  treatment,  etc.  The  princi 
pal  types  used  for  purposes  of  conveying  or  transporta 
tion  may  be  classed  as  follows:  (a)  rigid  completely 
enclosed  containers  for  solids, — box.  barrel,  tub,  case, 
closed  crate,  carton,  tube;  (b)  rigid  partially  enclosed 
containers  for  solids, — tray,  tote  box,  open  crate,  shop 
barrel,  skid  or  live  platform,  bucket,  skip;  (c)  non- 
rigid  containers  for  solid  or  bulk  materials, — bale,  bundle, 
sack,  bag,  roll,  net,  carton,  tube;  (d)  containers  for 
liquids, — barrel,  drum,  cask,  hogshead,  can,  carboy,  pan, 
bucket. 

The  materials  from  which  containers  are  made  in 
clude  wood,  metal,  fibre,  paper,  burlap,  canvas,  muslin, 
glass  and  earthenware. 

Container,  Unit.  A  metal  box  holding  a  considerable 
amount  of  freight,  and  capable  of  being  moved  between 
a  motor  truck,  trailer,  freight  car,  barge  or  ship.  Small 
packages  or  bulk  freight  are  loaded  into  the  containers 
which  are  then  handled  as  units  during  transportation. 
For  packages,  a  side  door  unit  is  used,  while  for  bulk 
material,  a  bottom  dumping  type  is  preferred.  (See 
also  Demountable  Body  System;  Gattie  System.) 

Continuous.  Uninterrupted;  flowing,  moving  or  acting 
without  break  or  stopping,  as  distinguished  from  inter 
mittent  ;  as,  a  continuous  conveyor. 

Control,  Cage,  Floor,  etc.  In  crane  manipulation,  the 
operator  may  travel  with  the  apparatus  in  a  cage,  han 
dling  it  by  cage  control;  he  may  walk  on  the  floor  fol 
lowing  the  load,  using  floor  control ;  or  he  may  operate 
it  from  a  fixed  point  to  which  all  controller  leads  are 
brought,  which  might  be  termed  remote  electric  control 
or  pulpit  control. 

In  lever  control  the  operator  does  not  handle  directly 
the  controlling  part  of  the  machine,  but  moves  a  lever 
which  is  properly  connected  to  it.  (See  Levers,  Banked.) 

Control,  Foundry.  A  name  given  to  the  controlling 
system  of  a  hoist  when  it  has  a  very  wide  speed  varia 
tion  and  simple  means  of  obtaining  it,  thus  fitting  the 
hoist  for  the  special  requirements  of  foundry  use  where 


loads  like  flasks  and  ladles  of  iron  must  be  handled  very 
slowly  and  carefully  at  some  times,  and  rapidly  at  others. 

Controller,  Hoist.  A  mechanism  which  is  designed  to 
control  automatically  a  mine  or  similar  hoist,  and  pre 
vent  accidents  due  to  neglect  of  the  operator  or  to  other 
causes.  Assuming  a  two-cage  hoist,  one  cage  counter 
balancing  the  other,  the  controller  should  perform  the 
following  functions;  (a)  prevent  overspeeding ;  (b)  no 
tify  the  engineer  when  the  cages  are  approaching  the 
proper  stopping  points;  (c)  retard  the  cages  in  case  the 
engineer  does  not  do  so;  (d)  stop  them  if  the  engineer 
allows  them  to  run  past  the  stopping  point ;  (e)  prevent 
the  hoist  being  operated  at  the  high  speed  used  for 
hoisting  mixed  material  if  the  signal  has  been  given  for 
hoisting  men,  for  which  purpose  a  low  speed  is  required; 
(f)  prevent  starting  in  the  wrong  direction;  (g)  permit 
adjustment  of  the  band  brake  at  any  time. 

Controls,  Pendent.  Ropes  or  rods  hanging  from  over 
head  traveling  cranes  or  monorail  trolleys,  by  which  the 
various  motors  are  operated. 

Counterbalance.     See  Counterweight. 

Counterbore.     To  enlarge  a  round  hole   tor  a  portion 
of  its  length  by  a  tool  called  a  counterbore. 
Also  the  portion  of  a  hole  so  enlarged. 

Conveyor.  A  more  or  less  self-contained  device  for 
continuously  transporting  material  in  a  horizontal  or 
slightly  inclined  direction.  If  the  inclination  is  steep,  and 
the  material  is  carried  upward,  the  device  is  usually 
called  an  elevator  ;  if  downward,  a  lowerer.  The  operating 
force  may  be  gravity  or  some  form  of  mechanical  power, 
as  electrical,  hydraulic,  pneumatic  or  steam.  The  ma 
terial  to  be  transported  may  be  in  bulk  in  a  more  or  less 
continuous  stream,  in  bulk  but  divided  temporarily  for 
the  purpose  of  conveying  into  small  portions,  each  car 
ried  in  a  separate  container,  or  in  permanent  individual 
units  or  packages  of  uniform  size  and  weight. 

Conveyors  may  be  classed  according  to  their  general 
form  as:  gravity  (dead),  power  (live),  or  retarding; 
fixed  or  portable ;  inclined  or  horizontal ;  drag  or  carry 
ing;  etc.;  also  according  to  the  nature  of  the  mechanism 
as  screw,  scraper  (or  flight),  apron,  pan,  platform,  slat, 
V-bucket,  pivoted  bucket,  chain-haul,  drag  chain,  cable, 
push-bar,  sling,  roller,  etc. 
Page  329-407. 

Conveyor,  Apron.  See  Conveyor,  Steel  Apron;  Con 
veyor,  Wood  Apron. 

Conveyor,  Assembling.     See  Conveyor,  Progressive. 

Conveyor  Belt.  The  wide  thin  band  used  as  the  mov 
ing  carrying  agent  in  belt  conveyors.  It  is  usually  made 
of  woven  fabric  with  or  without  various  impregnating 
materials  and  outer  facings  of  rubber  or  similar  materials. 
Steel  belts  have  been  used,  are  light  and  strong,  require 
less  driving  power,  and  have  smooth  surfaces  on  which 
packages  may  easily  be  diverted,  but  they  require  larger 
pulleys  and  cannot  be  troughed. 

The  more  usual  types  of  conveyor  belts  are :  oiled  and 
stitched  cotton  belt,  consisting  of  plies  of  cotton  duck 
treated  and  stitched  together;  stitched  rubber  belting, 
consisting  of  cotton  duck  folded  lengthwise  with  plies 
"frictioned"  with  rubber  and  stitched  lengthwise,  with 
rubber  facing  vulcanized  on  one  or  both  sides ;  rubber 
belting  consisting  of  plies  of  cotton  duck  vulcanized  to 
gether  with  rubber  and  faced  with  the  same  material ; 
woven  fabric  belt,  not  in  plies,  impregnated  with  rubber- 
like  compounds ;  balata  belting,  consisting  of  heavy  cot 
ton  duck  plies  impregnated  with  a  balata  compound ; 
piain  white  cotton  belting;  and  occasionally  leather  belt 
ing.  The  top  or  carrying  surface  usually  receives  the 


38 


CON 


DEFINITION    SECTION 


CON 


thickest  lacing  of  rubber ;  in  the  "stepped  ply''  construc 
tion  the  plies  gradually  decrease  in  number  from  the 
edge  to  the  center  of  the  belt,  and  the  facing  rubber 
increases  in  thickness.  In  distinction,  the  ordinary  full 
width  plies  are  termed  straight  plies.  The  stepped  con 
struction  provides  extra  thickness  of  rubber  at  the  points 
where  wear  is  greatest,  renders  the  belt  more  flexible 
near  the  center,  and  stiffer  at  the  edges  where  it  tends  to 
sag  between  carriers.  Conveyor  belts  are  usually  spliced 
with  metal  fastenings,  or  else  are  made  endless. 

Most  belts  are  used  without  any  attachments,  especially 
in  horizontal  conveying,  though  occasionally  flat  belts 
have  a  llange  formed  at  the  edges  of  rubber  vulcanized 
into  the  belt  structure  to  increase  the  carrying  capacity. 
Flat  overlapping  steel  plates  are  sometimes  riveted  to  the 
belt  to  resist  wear  of  very  abrasive  and  sharp  materials, 
and  these  may  also  be  turned  up  at  the  ends,  making  a 
continuous  steel  trough  carried  on  a  belt  structure. 

For  incline  use,  the  belts  may  have  shallow  or  deep 
cleats  riveted  across  at  intervals,  or  even  well  defined 
pockets  or  buckets  for  steeper  slopes.  (See  Elevator, 
Belt  and  Bucket.)  These  are  riveted,  and  for  heavy 
duty  should  have  reinforcing  plates  across  the  back. 

Page  419,  445. 

Conveyor,  Belt.  A  carrying  conveyor  consisting  of  a 
wide  and  thin  belt  of  fabric  or  rubber,  passing  around  a 
head  pulley  at  one  end  and  a  tail  pulley  at  the  other 
(both  pulleys  having  horizontal  shafts),  supported  by 
numerous  idler  pulleys  between  them  placed  under  both 
runs,  and  carrying  bulk  or  package  material  on  the  upper 
run.  It  may  operate  horizontally  or  on  a  moderate  in 
cline,  or  may  change  from  horizontal  to  incline  or  the 
reverse  in  the  course  of  the  run. 

The  load  may  be  placed  on  the  upper  run  of  the  belt 
at  any  point,  and  may  be  discharged  at  any  point  or  over 
the  head  pulley.  For  loading  packages,  cross  or  feeder 
conveyors  or  feeding  chutes  are  required,  and  the  belt 
is  supported  at  the  loading  point  by  closely  spaced  rollers 
or  a  smooth  plate  beneath  it.  For  unloading  packages 
at  intermediate  points,  a  sweep,  diverter  or  plow  may  be 
used.  For  loading  bulk  material,  feeders  or  loading 
hoppers  are  used,  and  care  is  taken  that  they  discharge 
onto  the  belt  in  the  direction  of  motion  of  the  latter. 
(See  Feeder.)  For  unloading  at  intermediate  points  a 
plow  may  be  used,  though  it  causes  unnecessary  wear  on 
the  belt ;  narrow  belts  may  also  be  tipped  up  edgeways 
by  special  inclined  idlers,  and  the  load  distributed  over 
some  distance.  By  far  the  most  usual  method  is  to  have 
a  tripper.  (See  Conveyor,  Belt,  Tripper  for.) 

For  package  material,  the  loaded  run  of  the  belt  is 
carried  on  flat  faced  idler  pulleys  or  rolls,  with  hori 
zontal  skirt  boards  placed  just  beneath  the  edge  of  the 
belt ;  these  skirt  boards  are  also  often  tipped  up  slightly 
at  the  outside  edges  to  prevent  packages  working  off. 
For  bulk  material  the  belt  is  raised  considerably  at  the 
edges  by  troughing  idlers  or  concentrators ;  the  return 
run  is  supported  on  flat  idlers.  Concentrator  idlers  must 
always  be  placed  at  the  points  of  loading.  A  horizontal 
partition  is  often  placed  between  the  two  runs  to  prevent 
material  falling  from  the  upper  run  from  reaching  the 
back  of  the  lower  run,  where  it  might  cause  damage  to 
the  belt  in  passing  around  the  pulleys. 

To  provide  a  constant  belt  tension,  a  suitable  take-up 
is  furnished,  its  location  being  at  the  head  or  tail  pulley, 
whichever  one  is  not  driving,  or  else  on  the  return  side 
of  the  best.  (See  Conveyor,  Belt,  Take-up.) 

Also  called  band   conveyor    (British). 
Page  369,  418,  759-773,  834-840. 


Conveyor,  Belt,  Brush  for.  A  brush  to  remove  from  a 
belt  moist  or  sticky  material  which  might  otherwise  be 
carried  back  on  the  return  side  of  the  belt.  It  may  be 
an  oscillating  flat  brush,  or  a  rotating  round  brush,  driven 
by  the  conveyor  head  pulley,  and  should  be  adjustable  to 
allow  for  wear.  The  bristles  should  not  be  of  wire. 

Page  421,  423,  447. 

Conveyor,  Belt,  Idlers  for.  The  intermediate  pulleys, 
or  those  between  the  head  and  tail  pulleys,  on  which  a 
conveyor  belt  is  supported.  The  return  run  is  always 
supported  fiat,  and  each  idler  consists  ol  cither  a  single 
roller  the  full  width  of  the  belt,  or  of  several  narrow 
pulleys  close  together  on  the  same  shaft. 

The  loaded  run  of  belting  is  raised  at  the  edges,  or 
troughed,  if  a  large  capacity  for  carrying  bulk  material 
is  desired.  For  narrow  belts,  two  idler  pulleys  set  at  a 
slight  angle,  making  a  very  wide  V,  may  be  used.  Three 
idlers,  the  outer  two  being  set  at  an  angle,  make  a  flat 
bottom  trough  with  straight  sides ;  five  and  seven  idlers 
may  be  used  with  wider  belts,  arranged  approximately 
on  the  arc  of  a  circle  and  making  a  trough  of  shallow 
circular  section;  these  are  known  as  multiple  pulley 
idlers. 

Occasionally  a  single  concave  roll  is  used,  or  "dish 
pan"  or  "bell  shaped"  idlers  are  placed  at  the  ends  of 
the  straight  cylindrical  roll  supporting  the  central  por 
tion  of  the  belt.  These  are  defective  in  that  points  on 
their  surface  have  varying  speeds,  and  therefore  cause 
wear  on  the  belt  which  has  the  same  speed  over  its  whole 
surface. 

Trougtung  idlers  may  be  placed  in  the  same  vertical 
plane  as  the  horizontal  idlers,  termed  the  straight  line 
arrangement,  or  may  be  placed  beside  them,  termed  offset 
troughing  idlers.  They  may  also  be  made  adjustable. 
The  two  outer  rolls  of  a  three-roll  set  arc  also  some 
times  inclined  slightly  in  the  direction  of  belt  travel,  with 
the  idea  of  helping  to  keep  the  belt  central.  The  as 
sembly  of  troughing  idlers  is  often  known  as  a  concen 
trator,  and  the  individual  pulleys  or  rolls,  as  concentrator 
rolls,  a  bell  shaped  idler  as  a  bell  concentrator,  etc.  They 
are  also  called  troughing  carriers  and  return  belt  carriers. 

To  guard  against  the  belt  working  to  one  side,  guide 
rollers  are  often  installed,  though  it  is  best  to  consider 
them  as  safety  devices  only,  and  to  find  and  correct  the 
cause  of  the  side  working  of  the  belt.  These  are  known 
as  troughing  belt,  flat  belt  and  return  belt  guide  rollers, 
the  first  being  placed  on  an  inclined  axis,  and  the  two 
last  on  vertical  axes. 

For  sorting  belts,  continuous  roller  idlers  with  a  slight 
flare  or  increase  in  diameter  at  the  ends  are  often  used, 
to  allow  the  material  to  spread  in  a  thin  layer.  Package 
carrying  belts  sometimes  have  similar  idlers,  but  more 
often  have  straight  idlers  with  perhaps  a  slight  troughing 
at  the  edges  caused  by  sloping  skirt  boards. 

Idlers  arc  carried  in  plain,  roller  or  ball  bearings  which 
are  supported  on  wood  or  steel  framing  designed  for 
them,  or  are  mounted  on  stands  of  various  forms,  which 
are  bolted  directly  to  a  flat  supporting  floor.  The  long 
straight  idler  rolls  used  for  return  belts  are  sometimes 
made  of  wood,  and  sometimes  of  pipe  shrunk  on  to  cast 
iron  ends  in  which  short  shafts  are  formed.  The  pulley 
type  idlers  are  usually  of  cast  iron  or  pressed  steel. 

Page  456,  834. 

Conveyor  Belt,  Malleable  Iron.  A  chain  belt  used  for 
conveying  or  elevating,  composed  of  malleable  iron 
blocks  on  steel  rods,  with  steel  side-bars  connecting  the 
rod  ends.  It  can  be  made  up  in  any  width  desired,  and 
used  with  ordinary  sprockets.  Buckets  may  be  attached 


39 


CON 


MATERIAL    HANDLING    CYCLOPEDIA 


CON 


if  desired.  It  will  operate  in  high  temperatures  that 
would  destroy  fabric  belts,  and  in  gritty  materials. 
Conveyor,  Belt,  Pulleys  for.  The  head  and  tail  pulleys 
for  belt  conveyors  are  flat,  as  are  also  the  tripper  pulleys. 
They  are  generally  of  cast  iron,  occasionally  of  wood 
slats,  or  of  cast  iron  lagged  with  wood,  and  where  de 
livering  to  crushers  or  other  machinery  which  would 
be  injured  by  "tramp"  iron,  the  head  pulley  is  often  mag 
netic.  The  driving  pulley,  usually  the  head  pulley,  is 
sometimes  covered  with  rubber  for  adhesion ;  the  arc  of 
contact  is  increased  by  the  use  of  a  snubbing  pulley  for 
heavy  work,  and  for  very  heavy  traction  the  belt  some 
times  passes  around  two  driving  pulleys  in  series,  called 
a  tandem  drive,  arranged  so  as  to  obtain  a  large  arc  of 
contact  on  each,  sometimes  requiring  the  use  of  an  idler, 
and  sometimes  utilizing  the  head  pulley  for  one  of  the 
two  driving  pulleys.  An  auxiliary  belt  is  also  sometimes 
used,  pressed  against  the  outside  of  the  main  belt  around 
the  driving  pulley,  by  auxiliary  snubbing  pulleys. 

Page  421,  457. 

Conveyor,  Belt,  Take-up  for.  The  mechanism  by  which 
constant  tension  is  maintained  in  a  conveyor  belt.  The 
usual  location  is  at  the  tail  pulley  and  the  adjustment  is 
horizontal  or  on  a  slight  incline.  If  the  drive  is  at  some 
other  place  than  the  head  pulley,  the  latter  may  be  used 
for  the  take-up.  If  both  head  and  tail  pulleys  must  be 
kept  in  fixed  positions,  the  take-up  may  be  placed  in  the 
return  run,  preferably  near  the  head  pulley. 

Gravity  take-ups  have  guides  on  which  a  tightener 
pulley  mo  anted  in  a  weighted  carriage  may  move  verti 
cally,  idler  pulleys  being  placed  at  the  top  of  the  guides 
with  belt  led  around  them  to  the  tightener  pulley  below. 

Screw  or  rack-and-pinion  take-ups,  adjusted  by  hand, 
may  be  placed  in  any  desired  position.  The  moving 
pulley  is  then  mounted  in  bearings  moving  in  guides  or 
along  rails. 

Page  462. 

Conveyor,  Belt,  Tripper  for.  A  device  for  causing  the 
load  on  a  belt  conveyor  carrying  bulk  material  to  be 
discharged  at  some  other  point  than  over  the  head  pul 
ley.  It  consists  of  a  rigid  frame  spanning  the  belt,  and 
carrying  two  large  pulleys  on  horizontal  shafts,  so  placed 
that  the  belt  makes  an  S-shaped  turn  in  passing  them. 
The  belt  is  gradually  raised  from  its  supporting  idlers  as 
it  approaches  the  tripper,  discharges  its  load  as  it  passes 
over  the  top  pulley,  and  is  delivered  on  to  the  supporting 
idlers  around  the  lower  side  of  the  lower  pulley,  to  con 
tinue  on  its  circuit.  The  material  drops  into  a  hopper 
from  which  it  is  discharged  to  either  side  of  the  belt  by 
a  spout,  or  back  on  to  the  belt  if  it  is  desired  to  by-pass 
the  tripper. 

The  tripper  may  be  fixed  in  position ;  several  fixed 
trippers  may  be  placed  along  the  same  belt,  and  any  one 
of  them  may  be  by-passed  to  vary  the  point  of  discharge. 
As  each  tripper  consumes  power,  a  single  tripper  trav 
eling  on  a  track  is  more  often  installed;  it  may  be  used 
in  a  fixed  position  which  is  altered  when  desired  by  hand 
traveling  gear  or  by  ropes  led  to  a  winch,  or  it  may  be 
self-propelling,  with  reversing  gear  for  changing  the  di 
rection  of  motion.  This  reversing  gear  may  be  operated 
by  adjustable  stops  on  the  track  and  the  self-propelling 
self-reversing  tripper  thus  arranged  to  travel  slowly 
back  and  forth  over  a  predetermined  length  of  track, 
distributing  its  load.  The  power  is  usually  furnished  by 
the  belt  itself;  for  very  heavy  service  a  propelling  motor 
may  be  supplied. 

The  discharge  spout  may  be  one-way  fixed   on   either 


side,  two-way  with  possibility  of  diverting  from  one  side 
to  the  other,  or  three-way  including  a  central  downward 
discharge  onto  the  belt  for  by-passing  the  tripper.  An 
equalizing  discharge  is  sometimes  used,  shifting  regularly 
from  one  side  to  the  other.  For  very  wide  belts  where 
it  would  be  necessary  to  lift  the  loaded  belt  to  a  consid 
erable  height  to  get  room  beneath  it  for  the  discharge 
spout,  a  reversible  belt  cross-conveyor  is  sometimes  added 
to  receive  the  head  pulley  discharge  and  carry  it  to  either 
side;  if  extended  considerably  to  the  sides,  this  allows  a 
wide  distribution  of  the  material.  A  distributing  spout 
is  sometimes  used,  consisting  of  a  small  vertical  shaft 
paddle-wheel  just  beneath  the  outlet  of  the  spout.  The 
emerging  material  is  widely  scattered  by  the  whirling 
blades. 

The  traveling  gearing  is  usually  driven  from  the  head 
pulley,  and  involves  a  double  'bevel  gear  reversing  clutch 
for  controlling  the  direction  of  motion.  On  account  of 
the  slow  motion  desired,  a  worm  drive  is  usually  inserted 
at  some  point.  To  allow  slipping  in  case  of  accident,  and 
to  absorb  the  shock  of  reversal,  friction  wheels  are  some 
times  also  included  in  the  gear  train. 
Page  421. 

Conveyor  Belt,  Wire  Cloth.  A  belt  conveyor  belt  made 
of  steel  or  brass  woven  wire,  for  carrying  a  moist  ma 
terial  through  drying  ovens  where  the  temperature  would 
injure  fabric  belts. 

Conveyor,  Branch.  A  short  conveyor  line,  generally 
transverse  to  a  trunk  line  conveyor,  and  serving  to  feed 
it,  or  to  distribute  from  it.  In  certain  types  of  conveyors, 
the  branch  lines  connect  with  the  main  line  by  switches, 
in  other  types  they  deliver  on  to  it  at  right  angles,  or 
receive  from  it  at  right  angles  by  means  of  some  ad 
justable  diverting  or  tripping  device.  Also  called  a 
cro.ss-line  conveyor. 

Conveyor  Bridge.  A  structural  steel  bridge  spanning 
a  space  between  two  buildings,  or  between  the  ground 
and  an  elevated  point  in  a  building,  and  supporting  a 
conveyor. 

Conveyor,  Cable.  A  drag  conveyor  similar  to  the  flight 
conveyor,  but  having  only  one  cable  drawn  along  a  U 
or  V-shaped  trough,  with  disc-shaped  cast  iron  flights 
clamped  to  it  at  accurately  spaced  intervals.  The  troughs 
are  of  wood, .often  steel  lined.  For  bulk  materials  like 
coal,  the  flights  are  closely  spaced.  For  logs  they  are 
farther  apart  and  intermediate  smaller  blocks  called 
transmission  blocks  are  clamped  to  the  rope,  to  give 
additional  points  for  driving  in  passing  around  the  driv 
ing  sheave,  which  takes  the  form  known  as  a  gap  wheel. 
At  least  two  blocks  must  be  in  contact  with  the  gap 
wheel  at  once.  (See  also  Conveyor,  Retarding.) 
Page  448. 

Conveyor,  Carrying.  A  conveyor  which  carries  bulk 
or  package  material  on  pans,  plates,  buckets  or  belts  sup 
ported  by  rolling  members,  as  opposed  to  one  which 
drags  or  pushes  it. 

Conveyor,  Chain.  A  carrying  conveyor  consisting  of 
two  parallel  endless  strands  of  chain,  traveling  at  the 
same  speed  and  sliding  in  smooth  shallow  grooves  above 
the  edges  of  which  they  project  slightly.  Objects  laid 
across  the  two  chains  will  be  conveyed  by  them,  and  may 
be  discharged  automatically  at  the  end  sprockets,  or  by 
hand  at  intermediate  points.  Three  or  more  chains  may 
be  used  for  long  objects  which  tend  to  sag  between  sup 
ports:  For  conveying  lumber  transversely  two  widely 
spaced  chains  are  often  used. 
Page  401,  762. 


40 


CON 


DEFINITION    SECTION 


CON 


Conveyor,  Cross-line.  A  conveyor  line  which  is  at 
right  angles  to  the  prevailing  or  main  system ;  a  branch 
conveyor. 

Conveyor,  Current.  A  system  of  conveying  in  which 
the  bulk  material  to  be  moved  is  suspended  in  a  fluid 
which  is  forced  at  a  high  velocity  through  the  conveying 
pipe.  A  means  of  producing  the  suspension,  or  forming 
the  mixture,  must  be  provided  at  the  intake  end,  and  a 
means  of  separating  the  fluid  from  the  material  at  the 
discharge  end.  The  fluids  in  common  use  are  air,  water 
and  steam ;  water  is  used  for  handling  the  denser  ma 
terials.  (See  Conveyor,  Pneumatic;  Conveyor,  Hydraulic; 
Conveyor,  Steam  Jet.) 
Page  430. 

Conveyor,  Degradation.  In  a  coal  tipple,  a  small  con 
veyor  used  to  collect  and  convey  to  the  "run-of-minc 
car"  the  fine  coal  and  dust  caused  by  the  action  of  the 
screens  on  the  friable  coal.  The  fine  coal  or  "slack"  is 
usually  screened  out  first,  but  the  subsequent  wear  while 
the  larger  sizes  are  being  separated  causes  further 
degradation  which  it  may  be  desirable  to  remove  by  final 
screening. 

Conveyor,  Distributing.  A  continuous  conveyor,  usual 
ly  of  the  belt  or  apron  type,  running  lengthwise  of  a 
building  or  aisle,  on  which  miscellaneous  package  ma 
terial  is  placed  at  one  end,  to  be  removed  at  the  proper 
destination  by  operatives.  In  certain  cases  this  dis 
tribution  may  be  made  automatic  by  some  selective  sys 
tem  applied  to  the  containers  used. 

Also  a  belt  conveyor  discharging  its  load  by  means 
of  a  self-propelling  self-reversing  tripper,  and  distributing 
it  over  any  desired  length  of  bin  or  storage  pile. 

Conveyor  Diverter,  Selective.  A  conveyor  diverter 
which  is  set  in  such  a  position  with  reference  to  trays 
being  conveyed  that  it  may  engage  a  pin  placed  at  some 
definite  location  and  height  on  the  tray,  these  locations 
and  heights  varying  for  the  different  stations.  The  dis 
patcher  sets  the  pin  in  the  proper  position  according  to 
the  destination  desired,  and  the  tray  is  swept  off  the  con 
veyor  when  it  reaches  the  diverter  having  the  cor 
responding  setting. 

Conveyor,  Drag.  A  system  of  conveying  in  which  the 
material  to  be  moved  is  dragged  along  a  trough  (as  dis 
tinguished  from  being  carried)  by  one  or  more  special 
chains,  with  or  without  flights  or  crossbars,  by  a  rope 
or  cable  with  nights,  or  by  a  revolving  screw  or  equiva 
lent  helical  surface.  The  last  is  used  for  bulk  material 
only;  the  others  are  used  for  both  bulk  and  package  ma 
terial.  (See  Conveyor,  Flight;  Conveyor,  Drag  Chain; 
Conveyor,  Push-Bar;  Conveyor,  Cable.) 
Page  399,  427. 

Conveyor,  Drag  Chain.  A  drag  conveyor  made  from  a 
chain  of  very  wide  links,  often  with  a  wing  at  the  point 
of  articulation,  forming  a  conveying  flight,  and  draggged 
in  a  trough  into  which  material  to  be  conveyed  is  fed. 
The  chain  passes  over  sprockets  at  the  ends  of  the  run, 
the  return  run  being  elevated  sufficiently  to  be  out  of  the 
way.  The  conveyor  may  be  fed  at  any  point,  and  may 
be  discharged  at  the  end  of  the  trough,  or  at  any  point 
through  a  hole  in  the  bottom,  controlled  by  suitable  gates. 
The  conveyor  may  be  operated  horizontally  or  on  a  slope 
up  to  45  deg.  The  bars  of  the  chain  are  usually  made 
with  broad  flat  surfaces  to  take  the  wear  due  to  dragging 
in  the  trough;  they  are  made  of  very  hard  material  for 
the  same  reason.  Various  forms  of  blades  known  as 
wing,  flight,  spur,  etc.,  may  be  used  in  the  chain,  to  suit 
the  material  being  handled. 


Also  called  a  sawdust  chain  conveyor,  and  a  refuse 
chain  conveyor  from  the  fact  that  it  was  originally  de 
veloped  for  handling  sawmill  refuse. 

Page  427. 

Conveyor  Flight.  One  of  the  series  of  transverse  plates, 
blades  or  discs  attached  to  one  or  more  chains  or  cables, 
and  dragged  in  a  trough  to  form  a  flight  conveyor.  They 
arc  made  rectangular,  round,  beveled  or  irregular  in 
their  projection,  may  be  of  wood,  fibre,  cast  iron  or 
sheet  steel,  the  last  being  made  flat,  curved  in  scoop  form, 
or  crimped  or  corrugated  for  strength  and  stiffness.  Ac 
cording  to  the  method  and  location  of  attachment,  they 
are  termed  suspended,  or  centrally  hung. 

They  are   fastened  to  chains  by   inserting   suitable   at 
tachment  links  at  proper  intervals,  and  to  ropes  by  two 
or    four   bolt   clamps,    generally   cast   in    one   piece    with 
the  flight. 
Page  453. 

Conveyor,  Flight.  A  drag  conveyor  generally  used  for 
bulk  material,  consisting  of  a  series  of  scrapers  or  flights 
connected  at  regular  intervals  to  one  (single  strand  type) 
or  two  (double  strand  type)  endless  chains  passing 
around  sprockets  at  the  ends  of  the  run,  and  dragging 
material  between  the  flights  in  a  trough.  The  discharge 
is  at  the  end  of  the  trough  or  through  gate-controlled 
openings  in  its  bottom.  It  may  be  loaded  at  any  point 
in  its  conveying  run,  and  is  not  easily  choked.  The  con 
veyor  may  operate  horizontally  or  as  an  elevator  on  in 
clines  up  to  30  deg.  or  even  45  deg.  at  reduced  capacity; 
the  change  from  a  horizontal  to  an  inclined  run  may  also 
be  made  by  properly  located  idler  sprockets.  The  drive 
should  be  placed  at  the  delivery  end,  and  the  take-up  at 
the  other  end. 

In  the  single  strand  conveyor  the  chain  is  attached  to 
the  top  edges  of  the  flights  at  the  centers.  The  flights 
may  rest  on  the  bottom  of  the  trough,  known  as  drag 
flights,  or  on  wearing  shoes  running  on  wooden  guides 
or  steel  tracks  at  the  sides,  known  as  suspended  flights. 
Return  wearing  shoes  are  cast  or  riveted  to  their  backs. 
The  lower  run  is  nearly  always  used  for  conveying,  es 
pecially  if  the  material  is  abrasive,  since  the  chain  stands 
above  it,  while  in  the  upper  run  the  chain  must  travel  in 
a  groove  in  the  bottom  of  the  trough. 

The  flights  of  the  double  strand  type  are  always  at 
tached  at  their  ends  to  the  chains  which  are  dragged 
along  guiding  surfaces,  or  have  incorporated  in  them 
rollers  traveling  on  flat  rails ;  both  arrangements  keeping 
the  flight  from  dragging  on  the  trough  bottom.  If  the 
chains  are  attached  to  the  top  of  the  flight,  it  is  termed 
a  suspended  flight;  if  at  the  center  of  the  ends,  it  is 
called  a  centrally  hung  or  double  flight ;  where  roller 
chain  is  used,  it  is  sometimes  known  as  a  roller  flight. 
Suspended  flight  conveyors  always  convey  in  the  lower 
run ;  centrally  hung  flights  may  convey  in  either  the 
lower  or  the  upper  run,  or  both,  as  may  be  desired.  If 
the  upper  run  is  not  used  for  conveying,  guides  must  be 
provided  for  the  return,  with  wearing  shoes  on  the  back 
of  the  flights  in  case  the  chain  is  not  of  the  roller  variety. 
The  return  run  is  sometimes  supported  on  idler  sprockets 
placed  at  intervals. 

When  the  trough  is  U  or  V-shaped,  and  disc-shaped 
flights  are  dragged  along  it  by  a  chain  or  (more  com 
monly)  a  wire  cable,  it  is  termed  a  cable  conveyor;  it  is 
more  often  used  for  logs,  pulp  wood  and  similar  objects 
than  for  loose  bulk  material. 

Page  427. 


41 


CON 


MATERIAL    HANDLING    CYCLOPEDIA 


CON 


Conveyor,  Grasshopper.  See  Conveyor,  Reciprocating 
Trough. 

Page  429. 

Conveyor,  Gravity.  A  type  of  conveyor  in  which 
gravity  is  the  operating  force.  The  material  moves  on 
the  conveyor,  but  the  latter  itself  does  not  generally 
progress.  The  material  may  slide  directly  on  the  sur 
face  of  the  conveyor  (see  Chute;  Chute,  Spiral,  Con 
veyor,  Retarding),  may  move  along  on  rollers  fixed  in  a 
supporting  frame  (see  Conveyor,  Roller),  or  may  be  car 
ried  in  trays  or  buckets  (see  Lowerer). 

A  certain  head  is  of  course  required  to  operate  these 
conveyors,  so  that  their  greatest  field  of  usefulness  is 
for  lowering,  or  for  horizontal  transportation  where  the 
distance  is  not  very  great.  If  long  horizontal  travel  is 
required  for  a  roller  conveyor  and  the  head  is  limited, 
as  between  floors,  repeated  lifts  can  be  made  by  properly 
spaced  power  operated  sections  and  long  gravity  sections 
will  provide  the  means  of  covering  the  horizontal  dis 
tance.  (See  Booster.) 

Page  759-767. 

Conveyor,  Gravity  Discharge  V-Bucket.  A  combination 
elevator  and  conveyor,  or  elevator-conveyor,  of  the  bucket 
type,  consisting  of  two  strands  of  chain,  generally  roller, 
attached  to  the  ends  of  V-shaped  buckets  with  the  open 
side  pointing  up  on  the  vertical  elevating  run,  and  passing 
around  sprockets  at  various  turns,  generally  four  in 
number,  at  the  corners  of  a  vertical  rectangle.  Bulk 
material  is  carried  in  the  buckets  on  the  vertical  upward 
run,  and  is  dragged  along  the  horizontal  runs  in  troughs 
which  fit  the  buckets  closely ;  material  cannot  be  lowered 
by  this  conveyor. 

Material  fed  into  the  lower  trough  at  any  point  is 
dragged  along  it  to  the  turn,  where  it  is  picked  up  by 
the  buckets  and  carried  to  the  upper  horizontal  trough 
along  which  it  is  again  dragged  until  it  reaches  one  of 
the  several  discharge  openings  provided  in  the  bottom 
of  the  trough.  These  openings  are  closed  by  sliding  gates, 
controlled  from  below  if  desired. 

Also  called  chain  and  bucket  conveyor  with  rigid 
buckets,  and  gravity  discharge  elevator-conveyor.  (-See 
also  Elevator,  Gravity  Discharge  V-Bucket.) 

Page  413,  826-836. 

Conveyor,  Hydraulic.  A  form  of  current  conveyor  in 
which  water  flowing  at  high  velocity  in  a  channel  or 
pipe  is  the  agent  used  to  move  the  material.  A  familiar 
example  of  this  is  the  discharge  pipe  of  a  hydraulic 
dredge,  which  may  extend  for  a  long  distance  to  the 
point  at  which  the  material  is  finally  ejected.  Hydraulic 
ash  handling  equipments  have  been  used  in  a  few  sta 
tionary  power  plants  and  in  many  marine  installations, 
where  they  are  especially  adaptable  owing  to  the  abundant 
supply  of  water  available  with  no  expense  except  that  of 
pumping  it  a  small  distance.  The  hydraulic  conveyor 
usually  consists  of  a  nozzle  from  which  issues  a  stream 
of  water  at  high  velocity,  immediately  beneath  the  open 
ing  of  a  hopper  into  which  the  ashes  are  shoveled.  The 
velocity  is  sufficient  to  carry  the  mixture  to  an  elevated 
tank  from  which  the  water  can  run  away  to  a  spot  of 
land  which  is  to  be  filled  in,  or  (in  the  case  of  a  ship) 
overboard.  In  some  cases  on  shipboard  the  discharge  is 
directly  through  the  side  of  the  ship,  without  going  above 
the  water  line.  Also  called  an  ash  ejector. 

The  hydraulic  system  has  also  been  used  to  convey 
small  size  coal.  Coal  and  water  are  mixed  in  a  tank 
from  which  they  are  drawn  by  a  centrifugal  pump  and 
delivered  to  another  tank ;  here  the  water  is  drained  off 


and  returned  to  the  supply  tank  for  re-use,  and  the  coal 
is  lifted  from  the  tank  by  a  grab  bucket. 

Also  called  sluice  conveyor,  especially  if  an  open  chan 
nel  is  used. 

Conveyor,  Jacketed.  A  drag  conveyor  in  which  the 
trough  has  hollow  metal  walls  in  which  can  be  circulated 
steam  for  heating  or  drying,  or  water  for  cooling  the 
material  which  is  being  conveyed.  Jackets  are  applied 
to  both  flight  and  screw  conveyors. 
Page  458. 

Conveyor  Line.  A  term  used  to  designate  a  completely 
assembled  conveyor  made  up  of  separate  sections  bolted 
together  in  line.  A  complete  conveyor  system  may  con 
sist  of  several  separate  lines,  as,  cross  or  branch  lines, 
in  addition  to  a  main  or  trunk  line. 

Conveyor,  Live.  A  power  driven  conveyor;  one  which 
is  not  operated  by  gravity. 

Conveyor,  Monorail.  A  continuous  conveying  system 
consisting  of  an  endless  circuit  of  overhead  monorail 
track  beneath  which  is  a  corresponding  endless  mov 
ing  chain  which  is  connected  to  trolleys  at  regular  in 
tervals.  The  trolleys  are  also  supplied  with  hooks,  pans, 
racks  or  other  means  of  supporting  the  articles  to  be 
conveyed.  Sometimes  the  chain  is  not  attached  to  the 
trolleys,  but  is  supported  from  the  track  at  intervals 
by  rollers  incorporated  in  its  own  construction,  and 
moves  the  trolleys  by  pushers  bolted  to  the  chain  at  in 
tervals.  In  any  case,  the  trolleys  carry  the  load  and 
the  chain  pulls  them  along.  The  circuit  may  include 
any  curves  desired,  and  may  travel  up  and  down  grades. 

Also  called  an  overhead  track  conveyor. 

In  another  system  the  chain  is  replaced  by  a  wire  cable, 
which  has  some  advantages  for  heavy  work.  This  is 
also  termed  a  suspended  cable  road,  and  a  monorail 
cable  tramway. 

Page  400,  763,  772,  792. 

Conveyor,  Pan.  A  carrying  conveyor  for  bulk  ma 
terial  consisting  of  a  series  of  pan  shaped  containers  or 
buckets  attached  to  endless  chains  passing  around  end 
sprockets,  and  carried  on  suitable  horizontal  guides.  The 
pans  are  sometimes  complete  and  independent,  mounted 
on  four  carrier  rollers  traveling  on  rails,  and  connected 
by  a  rope  or  chain  used  to  drag  them  (see  Conveyor, 
Pan  and  Cable)  ;  or  they  may  be  complete,  have  over 
lapping  lips  and  be  carried  and  propelled  by  chains  at 
their  ends  (see  Conveyor,  Steel  Apron)  or  by  a  single 
strand  beneath  them.  They  are  also  made  in  the  open 
end,  endless  or  trough  form,  overlapping  and  forming  a 
continuous  trough  into  which  material  may  be  fed  at  any 
point,  and  discharged  only  over  the  head  end.  In  the 
simplest  form  these  are  used  as  upper  run  conveyors 
only. 

When  used  as  lower  run  conveyors,  they  may  be  dis 
charged  at  any  point  by  having  the  pans  pivoted  to  swing 
about  the  axis  of  the  rollers  at  the  front  end  of  the  pan. 
In  one  type  an  arm  projecting  downward  from  the  front 
end  of  the  pan  strikes  against  a  movable  dumping  cam, 
tipping  the  pan  up  behind  and  discharging  the  material 
forward.  In  another  type  a  section  of  the  rail  is  omitted ; 
the  front  end  of  the  pan  passes  across  on  account  of  be 
ing  pivoted  to  the  chain,  but  the  rear  end  drops  down, 
dumping  to  the  rear.  A  curved  guide  brings  it  quietly 
up  to  a  horizontal  position  again.  Several  discharge 
points  may  be  provided  by  having  as  many  sections  of 
the  rail  which  may  be  swung  out. 

Page  423. 


42 


CON 


DEFINITION    SECTION 


CON 


Conveyor,  Pan  and  Cable.  A  conveyor  suited  for  long 
distance  carrying,  consisting  of  a  series  of  small  iron 
bound  rectangular  wooden  pans  or  small  cars,  secured 
at  intervals  to  a  steel  cable,  supported  on  four  rollers 
and  traveling  on  rails.  Beside  the  clamps  attaching  the 
pans  to  the  cable,  there  must  be  intermediate  ones  for 
driving  purposes  so  that  at  least  two  clamps  will  be  on 
the  driving  sprocket  at  once. 

This  conveyor  is  usually  loaded  by  hand,  and  may  be 
unloaded  by  hand  at  any  point,  or  automatically  over  the 
head  sprocket. 

Conveyor,  Pivoted  Bucket.  A  continuous  conveyor 
consisting  of  overlapping  buckets  suspended  on  pivots  be 
tween  two  endless  strands  of  long  pitcii  roller  chain, 
capable  of  horizontal,  vertical  or  inclined  movement  with 
the  buckets  carried  level  whether  full  or  empty,  and  dis 
charging  the  contents  by  tipping  the  buckets  up  or  turn 
ing  them  over.  It  can  be  loaded  or  unloaded  on  either 
the  upper  or  lower  run,  and  can  lower  material  as  well 
as  elevate  it.  The  usual  layout  includes  two  horizontal 
and  two  vertical  runs  forming  a  vertical  rectangle,  though 
any  runs  may  be  inclined  if  desired.  Of  the  four  turns 
or  corners,  one  is  the  driving  corner,  consisting  of  a 
pair  of  sprockets  driven  by  a  motor  through  speed  reduc 
tion  gearing,  another  is  the  take-up  corner,  where  a  pair 
of  sprockets  are  mounted  on  a  shaft  having  bearings 
which  may  be  moved  in  straight  guides  to  adjust  the  ten 
sion  in  the  chains,  and  two  are  stationary  corners.  Curves 
may  be  used  in  the  place  of  stationary  upper  corners,  and 
are  cheaper,  but  cause  excessive  wear  on  the  moving 
parts. 

Lap  of  the  bucket  lips  is  essential  to  prevent  spilling 
during  loading.  In  proceeding  around  the  circuit,  these 
laps  must  be  kept  in  the  proper  relative  position  or  the 
buckets  will  he  turned  up  edgeways  and  the  contents 
spilled  at  the  upward  turn  ending  a  horizontal  run.  If, 
in  dumping  on  the  top  run  the  buckets  make  a  complete 
rotation  (called  a  turnover  discharge)  the  laps  will  auto 
matically  be  correct.  If  the  buckets  are  merely  tipped 
up  and  then  righted,  the  laps  will  have  to  be  artificially 
reversed  by  a  tilting  device  as  they  turn  from  the  vertical 
into  the  lower  horizontal  run.  In  one  arrangement,  the 
bucket  laps  are  made  to  swing  entirely  clear  of  each 
other  at  every  turn  by  pivoting  the  buckets  on  exten 
sions  of  the  chain  links  'beyond  the  pins  connecting  suc 
cessive  links,  which  also  carry  the  rollers;  the  direction 
of  bucket  lap  after  discharge  or  at  any  other  time  is 
then  unimportant. 

The  discharger  or  tripper  may  be  fixed  in  location  and 
capable  of  being  lowered  out  of  action  when  desired. 
It  may  be  movable,  being  pulled  in  one  direction  along 
a  track  by  a  wire  rope  wound  on  a  hand  operated  winch 
with  pawl  and  ratchet ;  when  the  ratchet  is  lifted,  the 
rope  unwinds  as  a  bucket  pushes  the  discharger  along 
the  tracks  in  the  opposite  direction.  Automatic  discharg 
ers  can  also  be  arranged,  moving  back  and  forth  over 
a  predetermined  range. 

The  buckets  are  usually  of  malleable  iron  and  made 
in  one  piece,  and  their  size  is  specified  by  the  pitch  of 
the  chain  (practically  the  length  of  the  bucket  in  the 
direction  of  the  run)  and  the  width.  Hardened  dis 
charging  cams  are  riveted  to  their  sides,  and  they  are 
connected  to  the  chain  by  through  rods  projecting  beyond 
the  bucket  sides.  All  wearing  parts  are  made  hard  and 
supplied  with  renewable  bushings  where  possible. 

Loading  is  generally  done  on  the  lower  run,  and  guards 
or  inclined  skirt  boards  are  used  to  protect  the  chain. 


Both  horizontal  runs  are  supported  on  cast  iron  chairs, 
and  the  vertical  runs  are  kept  from  swaying  by  running 
the  rollers  between  vertical  guides. 

Page  417,  826-836. 

Conveyor,  Pneumatic.  A  form  of  conveyor  in  which 
air  in  motion  is  the  medium  used  to  move  material. 
Two  distinct  types  are  in  use;  one  in  which  bulk  or 
package  material  is  handled  in  special  closed  containers 
which  closely  lit  the  interior  of  a  pipe  through  which 
they  are  driven  by  a  difference  in  pressure  on  the  two 
sides  of  the  container  (see  Conveyor,  Pneumatic  Tube), 
and  the  other  in  which  bulk  material  is  handled  loosely 
by  reason  of  the  velocity  of  the  current  of  air  in  which 
it  is  suspended,  also  called  current  conveying. 

Most  loose  materials  that  are  not  very  dense,  even  up 
to  and  including  coal,  can  be  handled  by  the  air  current 
system,  and  practice  has  shown  that  so  long  as  certain 
minimum  current  velocities  are  provided,  the  material 
travels  mostly  along  the  center  of  the  pipe  and  produces 
little  wear  on  its  walls,  except  at  the  turns.  Here  spe 
cial  hard  wearing  plates  are  fitted  inside  on  the  outside 
of  the  bend ;  target  plates  are  also  fitted  in  the  separator 
chamber  to  receive  the  impact  of  the  discharged  material 
and  prevent  it  from  cutting  through  the  walls  of  the 
tank.  (See  Conveyor,  Suction  Ash.) 

Three  systems  of  applying  pneumatic  current  convey 
ing  are  in  use:  the  vacuum  or  suction  system,  the  pres 
sure  or  blast  system,  and  a  combination  of  the  two,  each 
of  which  has  advantages  under  certain  conditions.  While 
the  initial  cost  and  the  power  required  to  operate  any 
one  of  the  systems  are  both  large,  the  amount  of  labor 
saved  is  also  great,  the  system  is  cleaner,  almost  literally 
every  grain  (of  wheat  or  corn)  can  be  recovered,  the 
material  can  be  elevated  and  conveyed  at  one  operation, 
and  the  dust  can  be  separated  if  desired,  which  is  some 
times  an  advantage. 

Page  405,  431,  763. 

Conveyor,  Pneumatic,  Pressure  System.  A  system  of 
conveying  bulk  material  by  drawing  it  into  the  convey 
ing  pipe  by  the  injector  action  of  a  high  pressure  jet  of 
air  discharged  into  the  end  of  the  pipe,  and  then  carry 
ing  it  along  with  the  current  until  it  reaches  the  outlet. 
It  is  especially  applicable  where  it  is  desired  to  distribute 
material  from  a  central  location  near  which  the  machinery 
can  be  placed,  to  several"  separated  discharge  points.  It 
will  convey  a  longer  distance  than  the  vacuum  system, 
but  is  dusty  in  operation. 

The  mixture  of  air  and  material  sent  through  the  pipe 
passes  to  a  separator  tank,  where  the  solid  matter  is 
allowed  to  settle  to  the  bottom,  from  which  it  can  be 
drawn  through  a  gate.  The  air  is  discharged  from 
another  opening,  unless  it  is  important  to  save  or  remove 
all  the  dust  from  it,  in  which  case  it  passes  through  a 
filter  on  its  way  out. 

The   separating  chamber   is   naturally   omitted   in   such 
cases  as  the  supplying  of  pulverized  fuel  to  furnaces,  and 
in  certain  methods  of  applying  cement  grout  or  concrete 
by  air  under  pressure. 
Also  known  as  the  blast  system. 
Page  431. 

Conveyor,  Pneumatic  Tube.  A  method  of  conveying 
small  objects  which  can  be  easily  inserted  in  a  special 
container,  by  placing  it  in  a  tube  which  fits  it  closely, 
and  driving  it  through  the  tube  from  end  to  end  by 
producing  a  difference  of  pressure  on  the  two  sides  of 
the  container.  A  variety  of  arrangements  is  used,  but 
they  can  be  broadly  classed  under  the  terms  vacuum 


43 


CON 


MATERIAL    HANDLING    CYCLOPEDIA 


CON 


system  and  pressure  system,  with  some  installations  using 
a  combination  of  the  two.  While  originally  devised, 
and  still  most  generally  used,  for  conveying  written 
communications  or  small  articles  within  buildings  or 
large  establishments,  installations  have  been  made  where 
the  containers  are  large  enough  to  carry  considerable 
material,  such  as  mail  matter,  and  including  small  pack 
ages. 

The  vacuum  system  requires  two  tubes  for  each  pair 
of  stations  connected,  or  for  a  central  and  a  distant 
point.  The  one  used  for  receiving  at  the  central  station 
is  there  connected  to  a  suction  drum  in  which  a  vacuum 
pump  maintains  a  low  pressure;  the  two  tubes  are  con 
nected  together  at  their  distant  ends,  the  second  tube 
being  the  receiving  tube  for  the  distant  station.  The  two 
tubes  are  thus  in  series,  but  independent;  carriers  can 
be  sent  in  both  directions  simultaneously. 

The  pressure  system  uses  a  single  tube  which  nor 
mally  stands  open,  having  a  combined  receiving  and 
sending  terminal  at  each  end,  with  means  of  admitting 
compressed  air  behind  a  carrier  as  it  is  inserted.  The 
rush  of  air  ahead  of  it  prevents  the  insertion  of  a  carrier 
at  the  other  end. 

The  combination  system  has  vacuum  incoming  tubes  to 
the  central  station  each  serving  several  sub-stations,  and 
pressure  out-going  lines  independent  to  each  sub-station. 

The  vacuum  system  has  the  advantage  of  simplicity. 
The  pressure  system  has  the  advantage  of  much  greater 
power,  and  if  a  carrier  sticks  the  pressure  will  build  up 
until  it  is  moved,  or  the  pressure  can  be  reversed  to  force 
it  back  to  the  sending  station  which  the  greatest  possible 
vacuum  may  be  unable  to  accomplish.  Small  leaks  are 
not  objectionable  except  as  causing  a  loss  of  power,  and 
water  is  not  drawn  into  the  tubes  if  they  pass  under 
ground. 

To  conserve  air,  automatic  power  control  devices  are 
supplied  at  each  terminal,  which  allow  the  air  connection 
to  remain  open  a  sufficient  time  after  the  insertion  of  a 
carrier  for  the  latter  to  reach  its  destination,  but  then 
shut  it  off.  As  there  may  be  times  when  few  or  no 
tubes  are  operating,  it  is  sometimes  considered  advisable 
to  shut  down  the  vacuum  pump  or  pressure  blower,  as 
the  case  may  be.  The  pressure  in  the  vacuum  drum  or 
air  receiver  may  be  used  to  operate  a  rheostat  on  the  driv 
ing  motor,  slowing  it  down  when  air  is  not  required. 
Another  system  is  known  as  the  "start  and  timing  stop 
system'' ;  an  electric  circuit  is  closed  by  the  insertion  of 
a  carrier  and  this  is  used  to  throw  in  the  main  circuit 
and  start  the  motor,  supplying  pressure  or  vacuum,  and 
not  stopping  until  sufficient  time  has  been  allowed  for 
the  carrier  to  reach  its  destination.  A  later  improve 
ment  adjusts  the  speed  to  suit  the  number  of  tubes  in 
service,  saving  still  more  power. 

The  tubes  are  round  or  elliptical  in  section.  The  car 
riers  correspond  in  cross  section,  but  are  somewhat 
smaller,  made  of  metal,  or  hard  fibre,  and  with  enlarged 
hard  fibre,  leather  or  felt  ends.  The  terminals  are 
equipped  with  double  or  single  doors  as  required  by  the 
system. 

Page  405,  763. 

Conveyor,  Pneumatic,  Vacuum  System.  A  system  of 
conveying  or  elevating  bulk  material  by  drawing  it  into 
the  end  of  a  pipe  with  a  current  of  air  which  is  produced 
by  the  suction  of  a  vacuum  pump  at  the  far  end  of  the 
system.  It  is  especially  applicable  where  it  is  desired 
to  bring  material  from  several  scattered  points  to  one 
central  point,  at  which  the  machinery  may  be  located. 


It  is  used  for  grain,  small  coal,  ashes,  powdered  chem 
icals,  fibrous  materials,  dust,  etc. 

The  mixture  of  air  and  material  entering  the  suction 
nozzle  and  passing  through  the  flexible  suction  and  rigid 
connecting  and  discharge  pipes,  enters  a  large  separating 
chamber  in  which  the  velocity  is  so  small  that  the  solid 
material  settles  to  the  bottom,  from  which  it  is  removed. 
The  air  is  drawn  off  at  such  a  location  and  in  such  a 
manner  as  to  carry  as  little  dust  with  it  as  possible;  it 
then  often  goes  through  air  filters  for  further  cleaning 
on  its  way  to  the  suction  pump  which  discharges  it  into 
the  atmosphere.  The  object  of  the  cleaning  is  to  save 
wear  on  the  pumps,  to  prevent  the  loss  of  material,  or 
both. 

For  removing  the  deposited  material  without  destroy 
ing  the  vacuum,  several  forms  of  air  locks  are  used. 
One  consists  of  a  cylindrical  rotor  with  pockets  formed 
'by  solid  end  plates  and  six  or  eight  radiating  blades;  it 
is  so  placed  beneath  the  separator  that  as  the  grain  falls 
into  the  pockets  it  rotates  uniformly,  discharging  each 
pocketful  into  a  chute  (or  weigh  hopper  or  other  recep 
tacle)  after  it  brings  it  out  from  under  the  separator 
opening  which  is  exposed  to  a  vacuum.  Another  device 
consists  of  a  piece  containing  two  pockets,  which  oscil 
lates  at  regular  intervals,  one  pocket  receiving  material 
while  the  other  is  discharging  it. 

Page  431. 

Conveyor,  Portable  Belt.  A  section  of  belt  conveyor 
with  its  head,  tail  and  idler  pulleys  and  driving  mechan 
ism  mounted  on  a  frame  which  is  carried  on  a  wheeled 
body  in  such  a  way  that  its  inclination  or  the  height  of 
its  discharge  end  may  be  varied,  and  the  whole  machine 
may  'be  easily  moved  about,  even  being  self-propelled  in 
some  cases.  (See  also  Loader,  Wagon.) 

Also  called  a  portable  belt  elevator. 

Page  369,  440,  770,  772,  799,  837,  840. 

Conveyor,  Portable  Wood  Apron.  A  conveyor  of  the 
designated  type  which  is  mounted  on  wheels  or  casters  so 
that  it  may  be  easily  moved  about,  and  provided  with 
means  for  adjusting  the  height  of  one  end.  When  the 
end  is  elevated,  it  may  act  as  an  elevator-conveyor  or 
piler,  or,  reversed,  as  a  lowerer ;  when  lowered  to  the 
horizontal  as  a  plain  conveyor,  often  arranged  as  one 
in  a  series  temporarily  placed  end  to  end  for  long  run 
conveying  purposes.  It  is  usually  composed  of  a  base 
frame  mounted  on  wheels  or  rollers,  to  which  is  hinged 
one  end  of  the  apron  frame  or  boom.  The  latter  is  ar 
ranged  to  be  raised  by  power,  from  the  same  unit  which 
drives  the  apron  and,  in  the  largest  sizes,  propels  the 
whole  conveyor  from  one  point  to  another.  The  apron 
is  usually  driven  through  the  foot  end,  and  the  take-up 
is  placed  at  the  outer  end. 

Also  called  a  portable  apron  elevator. 

Page  352,  761-770. 

Conveyor,  Power.  A  conveying  apparatus  in  which 
some  form  of  power  is  used  for  operation,  as  distinguished 
from  one  in  which  gravity  is  the  operating  force.  The 
latter  is  sometimes  called  a  dead  conveyor,  as  opposed 
to  the  term  live  conveyor  sometimes  used  for  a  power 
operated  one. 

Conveyor,  Progressive.  A  slow  moving  conveyor  espe 
cially  designed  for  the  continuous  assembling  of  a  part 
which  is  to  be  produced  in  large  quantities,  with  special 
stands,  platforms  or  other  appliances  for  supporting  the 
part  to  which  others  are  gradually  added,  and  for  allow 
ing  it  to  be  turned  or  changed  in  position  as  desired. 
The  conveyor  is  usually  of  the  single  or  double  strand 


44 


CON 


DEFINITION    SECTION 


CON 


chain  type,  with  the  chains  traveling  in  smooth  chan 
nels,  passing  around  sprockets  at  the  ends,  and  returning 
beneath  the  working  runway.  Especially  large  stands 
may  be  made  to  fold  automatically  so  as  to  return  in  a 
small  space,  or  may  be  detached  entirely  and  returned  by 
gravity. 

The  use  of  this  conveyor  is  coupled  with  an  extreme 
division  of  labor  of  assembling,  each  operative  performing 
but  one  function,  occupying  a  regular  station  and  ac 
companying  the  conveyor  for  a  short  distance  while  he  is 
doing  it.  The  parts  to  be  assembled  are  brought  to  the 
stations  by  portable  bins,  feeder  conveyors,  chutes,  over 
head  trolleys,  elevators,  or  otherwise  as  necessary,  and 
arc  continuously  supplied.  Where  necessary,  platforms 
or  hoists  move  along  at  the  same  speed  as  the  conveyor, 
carrying  the  men  performing  special  operations  requiring 
this. 

Also  called  progressive  assembling  conveyor,  and  man 
ufacturing  conveyor. 

Page  402,  772. 

Conveyor,  Push-bar.  A  continuous  drag  conveyor  for 
material  in  large  pieces  or  in  containers,  and  much  re 
sembling  a  flight  conveyor,,  consisting  of  a  trough  or  run 
way  bed  along  which  the  articles  are  dragged  by  cross 
bars,  cleats  or  spurs,  fastened  at  regular  intervals  to 
one  or  two  endless  strands  of  chain  running  parallel  to 
the  bed.  Troughs  with  a  U  or  V-shaped  cross-section 
usually  have  one  chain  (or  several  acting  together  as 
one)  in  a  groove  in  the  bottom  of  the  trough,  or  sup 
ported  centrally  by  the  disc  shaped  push-plates  on  which 
they  are  clamped,  commonly  called  flights.  (See  Con 
veyor,  Cable).  Flat  bottom  troughs  have  chains  in  sev 
eral  locations ;  at  the  sides  some  distance  above  the  bot 
tom  supporting  cross  or  push-bars  (see  Conveyor,  Push- 
bar,  High  Type)  ;  in  grooves  in  the  bottom  near  the 
sides  with  crossbars;  cleats  or  spurs  projecting  upward; 
or  in  a  single  groove  in  the  middle  of  the  bottom  with 
blocks  or  spurs  projecting  upward  from  their  attach 
ment  to  the  single  chain.  The  troughs  or  runway  beds 
are  usually  faced  with  smooth  planks,  hardwood  strips, 
steel  strips,  or  corrugated  or  smooth  steel  plates.  Flat 
bottom  troughs  for  heavy  service  may  have  rollers  set 
in  the  bed  to  decrease  the  power  required.  Troughs  of 
this  form  also  require  side  guards  to  prevent  contact  with 
the  chain,  and  to  prevent  articles  from  working  off  side 
ways. 

The  return  run  may  be  beneath  or  above  the  convey 
ing  run,  or,  in  certain  cases,  may  also  be  used  as  a  re 
verse  direction  conveyor.  Loading  at  the  end  or  interme 
diate  points  may  be  automatic  or  by  hand ;  discharge  may 
be  at  the  end  of  the  trough,  or  at  any  intermediate 
point  by  means  of  an  opening  in  the  trough  bottom, 
closed  by  a  suitable  gate  when  not  required.  In  this  case 
provision  must  be  made  for  the  discharged  articles  to 
clear  the  returning  crossbars ;  the  return  run  is  some 
times  overhead  on  this  account,  but  automatic  loading 
at  the  end  is  then  less  simple.  The  conveyor  can  easily 
be  made  reversible,  and  can  be  driven  from  either  end, 
though  the  load  should  be  dragged  toward  the  driving 
end  if  possible. 

The  chains  are  of  various  types,  preferably  with  broad 
bottom  wearing  surfaces  if  they  drag  in  grooved  guides, 
or  better,  with  rollers  supporting  their  weight.  The 
crossbars,  cleats,  spurs,  etc.,  are  fastened  to  appropriate 
attachment  links  inserted  in  the  chain. 

These  conveyors  operate  easily  on  an  incline,  or  may 
run  from  the  horizontal  to  an  incline  with  facility.  When 


used  on  steep  inclines,  they  are  usually  called  push-bar 
elevators.  At  the  "goose-necks"  or  vertical  curves  where 
the  change  is  made  from  the  horizontal  to  the  incline 
special  precaution  must  be  taken  to  prevent  packages 
from  digging  in,  especially  if  rollers  are  used  to  assist 
in  loading. 

Page  345,  759-773. 

Conveyor,  Push-bar,  High  Type.  A  push-bar  conveyor 
driven  by  two  endless  chains  connected  at  regular  in 
tervals  by  crossbars  at  a  distance  above  the  runway  bed, 
depending  on  the  size  of  the  article  to  be  conveyed.  The 
end  sprockets  are  usually  beneath  the  run,  and  the  cross 
bars  operate  at  each  end  through  cross  slots  in  the  bed; 
automatic  loading  and  unloading  at  the  ends  are  then 
possible  if  chutes  or  gravity  roller  runways  are  used  to 
supply  and  remove  the  articles  as  fast  as  they  are  con 
veyed.  Revolving  crossbars  are  sometimes  used  to  assist 
in  proper  loading  by  rolling  out  from  under  any  piece 
improperly  placed.  Contact  springs  at  the  sides  of  the 
loading  platform  also  straighten  the  parcel  around,  and 
center  it  on  the  runway. 

These  conveyors  are  reversible,  and  operate  well  on 
inclines.  (See  Elevator,  Push-bar). 

Conveyor,  Reciprocating  Flight.  A  flight  conveyor  in 
which  the  flights  are  hinged  to  a  straight  rigid  frame  ex 
tending  nearly  the  full  length  of  the  trough,  and  which 
reciprocates  from  24  in.  to  28  in.  endwise  in  it.  The 
nights  lift  and  slide  over  the  material  when  moving  in 
one  direction,  but  swing  down  and  push  it  along  in  the 
other.  Material  fed  at  one  end  is  conveyed  to  the  other 
by  the  action  of  successive  flights. 

Page  429. 

Conveyor,  Refuse  Chain.  See  Conveyor,  Drag  Chain. 
Conveyor,  Retarding.  An  inclined  conveyor  which  is 
used  to  lower  material  down  a  slope,  usually  a  con 
veyor  of  the  drag  type.  The  flat  flight  with  one  or  two 
strands  of  chain,  moving  in  a  flat  bottom  trough,  and 
the  disc  flight  on  a  heavy  wire  rope  moving  in  a  U 
or  V-shaped  trough  are  both  in  use;  the  last  is  also 
known  as  a  cable  conveyor.  When  the  slopes  are  suf 
ficient  they  are  self-operative  except  at  starting,  requir 
ing  braking  only.  This  may  be  obtained  by  governor  con 
trolled  automatic  brakes,  or  by  a  non-reversing  worm 
geared  drive  from  a  motor,  the  conveyor  moving  only 
at  a  speed  corresponding  to  that  of  the  motor. 

The  drive  and  control  machinery  are  usually  at  the 
head  and  the  take-up  at  the  foot.  The  head  and  foot 
sheaves  are  gap  wheels,  and  sufficient  flights  or  trans 
mission  blocks  are  attached  to  the  cable  to  ensure  at  least 
two  in  contact  with  the  gap  wheel  at  all  times.  The  gap 
wheels  are  made  with  compensating  segments,  and  each 
gap  is  provided  with  rollers  to  ease  the  flights  into  the 
gaps. 

Apron  and  other  types  of  continuous  elevators  are  oc 
casionally  called  retarding  conveyors  when  used  for  pur 
poses  of  lowering.  (See  Boom,  Loading.) 

Page  448. 

Conveyor  Roller.  A  cylinder  or  truncated  cone  of  wood 
or  metal  used  for  carrying  packages  on  a  roller  conveyor, 
and  supported  at  its  ends  by  bearings  in  roller  support 
bars.  The  conical  form  is  often  used  on  curves,  but 
not  elsewhere. 

Page  454. 

Conveyor,  Roller.  A  type  of  package  carrying  conveyor 
which  supports  the  load  to  be  conveyed  on  rollers  turn 
ing  in  fixed  bearings,  and  spaced  at  distances  apart  de 
pending  on  the  size  of  the  units  carried  The  rollers 


45 


CON 


MATERIAL    HANDLING    CYCLOPEDIA 


CON 


themselves  are  carried  in  bearings  supported  by  longitu 
dinal  members  called  roller  support  bars,  which,  with 
cross  members,  arc  united  into  a  rigid  rectangular  frame 
constituting  a  section.  One  of  these  sections,  or  a  series 
of  them  coupled  end  to  end,  and  set  on  a  series  of  roller 
conveyor  supports  of  graduated  heights  with  sufficient 
grade  to  cause  the  packages  to  move  by  themselves,  is  a 
gravity  roller  conveyor ;  when  the  rollers  are  turned  by 
power,  compelling  the  motion  of  the  packages,  it  is 
caled  a  power  roller  conveyor,  and  when  push-bars  are 
drawn  by  power  along  above  the  surface  cf  the  rollers, 
moving  objects  caught  between  them,  it  is  known  as  a 
push-bar  roller  conveyor  (also  an  elevator  or  a  booster 
if  up  a  slope). 

(See  also  Conveyor,  Roller,   Portable). 
Page  378,  759-773. 

Conveyor  Roller  Bearings.     See  Conveyor  Roller. 

Conveyor,  Roller  Gravity.  A  gravity  conveyor  in 
which  the  containers  conveyed  are  carried  on  rollers 
turning  freely  on  axes  fixed  in  supporting  frames.  The 
axes  of  the  rollers  are  horizontal,  but  the  frames  are  set 
at  a  small  angle  so  that  packages  placed  on  them  will 
travel  down  the  slope  by  gravity.  The  angle  varies  with 
the  smoothness  and  weight  of  the  package  carried;  the 
proper  length  and  spacing  of  the  rollers  depends  on  the 
dimensions  of  the  package,  and  their  diameters  on  its 
weight  and  character. 
Page  378,  759-767. 

Conveyor,  Roller,  Portable.  A  section  of  roller  con 
veyor  permanently  assembled  with  separate  supports  and 
mounted  on  casters  so  that  it  can  be  easily  moved.  The 
height  may  or  may  not  be  adjustable.  Also,  section  of 
runway  with  its  outfit  of  separate  adjustable  supports, 
which  is  assembled  where  needed,  but  is  usually  disas 
sembled  when  moved  to  a  new  location. 
Page  378,  7S9-767. 

Conveyor,  Roller,  Power.  A  roller  conveyor  in  which 
the  units  to  be  conveyed  are  carried  along  horizontally 
or  up  grades  by  the  application  of  power  to  all  or  a  por 
tion  of  the  rollers  on  which  they  rest.  These  rollers  are 
driven  either  by  a  light  longitudinal  shaft  carried  along 
the  side  of  the  supporting  frame  and  connected  to  the 
live  rollers  by  bevel  gears,  or  by  a  light  chain  which 
runs  along  over  the  teeth  of  sprockets  on  one  end  of  all 
the  rollers,  engaging  with  and  driving  them.  Both 
methods  will  allow  slight  curvature  in  the  runway,  the 
shaft  in  the  first  method  having  universal  joints  inserted 
at  regular  intervals. 

Beside  being  used  as  boosters  and  feeders,  these  power 
rollers   inserted  at  intervals  in  a  nearly  horizontal   run 
way  will  serve  to  keep  the  loads  in  motion. 
Page  504,   759-767. 

Conveyor,  Roller,  Push-Bar.  A  push-bar  conveyor  in 
which  the  runway  bed  is  composed  of  freely  turning 
rollers  supported  in  side  frames.  It  is  usually  used  in  an 
inclined  position  and  operated  as  a  booster.  The  head 
and  tail  shafts  are  below  the  level  of  the  rollers;  the 
push-bars,  attached  to  the  endless  chains  carried  on  the 
sprockets  on  these  shafts,  come  up  into  action  between 
rollers  at  the  lower  end  of  the  incline,  and  likewise  pass 
down  at  the  top. 
Page  345,  759-767. 

Conveyor  Run,  Upper,  Lower  and  Vertical.  A  con 
veyor  layout  consists  of  runs — horizontal,  vertical,  in 
clined — and  turns  or  corners.  For  plain  conveyors  there 
are  upper  and  lower  runs  and  turns.  Some  conveyors 
have  vertical  or  inclined  runs,  but  where  these  are  large, 


as  compared  with  the  horizontal  runs,  the  machines  are 
properly  called  elevators.  Where  material  is  carried  on 
a  conveyor  upper  run  only,  it  is  termed  an  upper  run 
conveyor,  and  vice  versa. 

Conveyor  Screw.  The  screw  suspended  within  the 
trough  of  a  screw  conveyor.  It  usually  consists  of  a 
single  helical  formed  blade  around  a  central  shaft  or 
pipe,  though  double  blade  screws  are  often  used  and  give 
smoother  delivery.  The  screw  may  be  cast  in  one  piece 
or  in  separate  flights  of  one  rotation  each,  the  latter  be 
ing  assembled  and  set-screwed  or  pinned  on  a  central 
driving  shaft,  and  often  notched  or  grooved  into  each 
ether.  They  are  sometimes  made  in  halves  and  riveted 
to  a  square  shaft.  Screws  are  also  made  of  steel  flights 
formed  from  an  annular  disc  by  a  rolling  process  which 
stretches  them  into  a  helical  form ;  these  are  riveted  to 
each  other  and  to  lugs  on  the  driving  shaft  or  tube  tc 
make  up  the  complete  length  of  screw.  They  are  als^ 
formed  from  straight  strips  of  steel  which  are  rolled  into 
a  spiral  by  a  different  process  which  causes  the  outer 
edge  to  become  thinner  than  the  inner.  These  are  some 
times  called  helicoidal  screws,  and  are  fastened  to  the 
conveyor  shaft  by  lugs. 

Screws  are  not  allowed  to  drag  in  the  conveyor  trough, 
hence  long  screws  must  be  supported  at  regular  intervals. 
They  are  usually  made  up  in  lengths  corresponding  to 
these  intervals,  connected  endwise  by  pins  slipped  within 
the  pipes  on  which  the  flights  are  fastened  and  pinned 
crosswise  to  them,  or  by  squared  pins  fitting  in  squared 
pipe  ends.  A  bearing  is  formed  on  the  middle  of  this 
coupling  pin  or  gudgeon,  or  a  seat  is  provided  for  a  split 
bushing  which  runs  in  a  hanger  supported  from  the  top 
edges,  sides  or  bottom  of  the  trough.  Solid  bushings  are 
also  used  with  split  bearings.  The  bearing  and  hanger 
form  an  obstruction  in  the  trough  at  the  very  point  where 
the  screw  is  discontinuous,  so  that  excessive  wear  comes 
on  the  end  of  the  next  flight  as  it  enters  the  material ; 
these  end  flights  are  usually  made  of  heavier  material,  or 
a  manganese  steel  piece  is  riveted  to  the  ends  of  a  con 
tinuous  flight. 

Sticky  materials  tend  to  collect  near  the  axis  of  the 
screw  around  the  shaft;  this  is  eliminated  by  using  the 
ribbon  conveyor  screw,  in  which  a  narrow  helix  is  held 
in  position  by  arms  radiating  from  a  central  shaft.  Some 
times  two  ribbons  are  used  of  the  same  or  different 
pitches,  and  to  the  same  or  different  hands,  these  special 
forms  being  introduced  to  increase  mixing  effects.  Dou 
ble  ribbons  or  ribbon  blades  are  also  used  in  the  same 
way  as  solid  blades. 

Other  special  forms  of  screw  are  the  paddle  flight, 
where  each  flight  is  made  with  two  opposite  blades  twist 
ed  like  a  screw  propeller,  the  cut  flight  where  deep  cuts 
are  made  in  the  periphery  of  a  continuous  flight,  and  the 
cut  and  folded  flight  where  portions  of  the  cut  flight 
screw  are  bent  backward  in  addition.  Intermediate  pad 
dles  are  also  often  fastened  to  the  shaft  to  give  added 
mixing  power. 

The  end  thrust  of  the  screw  is  small  in  light  -conveyors 
and  may  be  taken  by  set  screwed  collars ;  for  heavy  duty 
solid  collars  or  ball  thrust  bearings  are  used,  or  a  step 
bearing  may  be  included  in  the  delivery  end  plate  bearing. 

Page  458. 

Conveyor,  Screw.  A  type  of  drag  conveyor  in  which  a 
screw  with  a  relatively  wide  and  thin  helical  blade  is 
supported  inside  of  and  parallel  to  a  horizontal  (or  in 
clined)  trough  which  it  fits  more  or  less  closely,  and 
conveys  bulk  material  along  the  trough  by  the  action  of 


46 


CON 


DEFINITION    SECTION 


CON 


the  inclined  surface  pushing  through  it.  The  material 
is  carried  up  on  the  side  of  the  trough  as  well  as  being 
pushed  along  it,  and  then  tends  to  slide  down  the  in 
clined  surface  of  the  screw;  as  gravity  is  therefore  partly 
responsible  for  the  motion,  high  speeds  are  undesirable, 
and  every  conveyor  has  a  speed  or  rotation  which  will 
give  maximum  delivery. 

The  screws  may  be  right  or  left  band  according  to  the 
delivery  desired  and  convenience  of  drive;  right  and  left 
hand  screws  may  also  be  used  to  deliver  in  opposite  di 
rections  from  a  central  feed  point,  or  to  bring  together 
two  materials  fed  at  opposite  ends.  Very  long  screws  are 
supported  at  intermediate  points  in  bearings  which  are 
hung  from  the  top  or  sides  of  the  trough,  or  supported 
from  its  bottom. 

Material  is  usually  fed  into  the  trough  at  the  top  of 
one  end ;  it  may  'be  delivered  through  the  opposite  end, 
or  through  bottom  openings  at  the  end  or  at  any  desired 
intermediate  points.  Suitable  gates  of  the  slide  or  swing 
ing  types  control  the  discharge  at  these  intermediate 
points.  One  screw  conveyor  may  discharge  into  the  top 
of  another  in  a  lower  plane  and  at  any  angle  desired,  and 
the  drive  be  carried  from  one  to  the  other  by  simple 
geared  arrangements ;  if  they  are  required  to  be  in  the 
same  horizontal  plane  miter  gear  ends  are  used,  and  the 
material  delivered  at  the  discharge  end  of  one  conveyor  is 
pushed  across  a  diagonal  passage  to  the  receiving  end  of 
the  other ;  the  resistance  is  excessive  and  the  arrange 
ment  is  not  used  when  the  two-plane  type  is  possible. 

Screw  conveyors  are  not  highly  efficient  in  the  use  of 
power,  but  they  are  cheap  and  require  little  space,  and 
whenever  mixing  or  agitation  is  important  they  are  suit 
able.  Semi-liquids  and  sticky  substances  may  be  easily 
handled,  stuffing  boxes  being  arranged  at  the  ends  of 
the  troughs  if  desired.  The  drive  may  be  at  either  end; 
as  ordinarily  installed,  screw  conveyors  are  not  readily 
reversible.  They  may  operate  in  an  inclined  position,  or 
even  vertically,  at  reduced  capacities  and  with  certain 
materials. 

Page  424. 

Conveyor,  Screw,  Trough  for.  The  trough  containing 
bulk  material  which  is  conveyed  by  the  rotation  of  the 
screw.  It  should  fit  the  screw  closer  than  the  size  of  the 
smallest  particle  carried,  or  else  there  should  be  sufficient 
space  to  clear  the  largest  particles.  Troughs  are  usually 
made  U-shaped  in  section,  though  square  sections  are  not 
uncommon.  They  are  made  of  wood,  wood  lined  with 
metal,  steel  with  lapped  or  butted  joints,  or  cast  iron  or 
steel  with  flanged  connections.  Special  materials  are 
used  for  corrosive  substances,  and  perforated  linings  are 
sometimes  suspended  inside  to  allow  dirt  and  other  for 
eign  matter  to  separate  from  certain  materials  being  con 
veyed. 

The  trough  ends  may  be  fitted  inside  or  outside  the 
trough,  and  may  or  may  not  have  the  bearings  included 
in  them,  separate  bearing  stands  being  used  in  the  latter 
case.  The  trough  body  is  supported  on  conveyor  box 
saddles  at  proper  intervals.  Loose,  tight  or  dust-proof 
fitting  Hds  may  he  used,  but  if  the  lid  is  fastened  down 
accumulation  in  the  delivery  end  due  to  a  choke  in  the 
discharge  may  cause  a  breakdown.  The  trough  may  be 
steam  jacketed,  or  jacketed  with  cold  water  for  cooling 
purposes. 

Page  458. 

Conveyor,  Selective.  A  conveyor  which  will  auto 
matically  deliver  packages  or  other  material  to  any  sta 
tion  selected  by  the  sender  at  the  time  of  despatching. 


Service  may  be  given  in  one  or  both  directions,  or  the 
conveyor  may  make  a  complete  circuit,  always  travelling 
in  one  direction. 

A  simple  form  for  delivering  from  a  central  station  to 
different  destinations  consists  of  a  travelling  horizontal 
belt  with  parallel  vertical  partitions  between  which  ob 
jects  may  be  placed;  the  partitions  extend  to  the  various 
discharge  points,  where  they  successively  end  in  diagonal 
turns  that  sweep  off  the  material  in  the  spaces  on  to  a 
receiving  shelf.  This  conveyor  is  best  suited  to  narrow 
objects  that  can  be  placed  on  edge  between  the  partitions. 

Another  type  consists  of  a  belt  or  apron  conveyor 
carrying  to  boxes  or  trays  which  occupy  the  full  width  of 
the  conveyor.  Each  tray  has  a  movable  finger  with  num 
bered  positions,  usually  at  the  front  end  of  the  tray, 
which  engages  with  a  switch  at  the  destination  corre 
sponding  to  the  number  at  which  the  finger  is  set,  and 
switches  the  tray  to  an  inclined  shelf  to  a  branch  con 
veyor  having  its  own  stations,  or  to  an  automatic  eleva 
tor. 

A  cable  operated  tray  or  car  running  on  wheels  may 
also  be  operated  selectively  by  having  a  gripping  device 
that  will  disengage  when  switched  by  the  selective  de 
vice;  it  may  also  be  arranged  to  engage  automatically 
when  it  is  picked  up  from  a  sliding  or  branch  line  and 
to  disengage  again  at  the  proper  station. 

A  series  of  trolleys  gripped  to  an  endless  chain  or 
cable  at  regular  intervals,  and  supported  by  an  overhead 
monorail  runway  can  be  made  selective  and  used  for 
carrying  packages  like  mail  bags  hung  to  the  trolley  on 
hooks.  Each  hook  is  made  to  turn  down  and  drop  its 
load  when  unlocked,  and  this  is  performed  by  an  un 
locking  slide  attached  to  the  trolley,  and  having  a  mov 
able  tripping  finger  which  can  be  set  in  as  many  posi 
tions  as  there  are  stations  for  delivery,  a  fixed  finger 
at  each  station  tripping  the  hook  as  the  trolley  passes 
Just  before  each  trolley  completes  its  circuit  and  reaches 
the  sending  station,  it  passes  a  resetting  cam  which 
places  the  selective  finger  in  neutral  position ;  the  des- 
patcher  then  sets  the  finger  for  the  desired  destination  by 
adjusting  a  movable  cam  at  the  sending  point.  This  is 
also  called  a  bag  carrier.  One  method  of  driving  the 
cable  consists  of  a  short  endless  auxiliary  cable,  parallel 
to  the  main  cable,  and  having  grips  which  close  on  the 
latter  as  they  swing  into  position  traveling  parallel  to 
it,  and  which  release  as  they  leave  it  preparatory  to  pass 
ing  around  their  own  gapped  driving  sprockets. 
Conveyor,  Shuttle.  A  name  sometimes  applied  to  a 
horizontal  reversible  belt  conveyor,  the  frame  of  which 
is  supported  on  wheels  on  a  track,  so  that  it  can  be  ad 
justed  endways.  It  usually  receives  its  material  from  a 
feeder  at  the  middle  of  the  length  over  which  the  mate 
rial  is  to  be  distributed;  by  adjusting  both  the  position 
and  direction  of  rotation  of  the  conveyor,  material  may 
be  deposited  at  any  desired  point.  As  this  conveyor  will 
be  only  half  the  length  of  an  ordinary  conveyor  running 
the  full  length  of  the  bin,  it  is  considerable  cheaper. 
Small  sizes  may  be  hand  adjusted;  larger  sizes  may  op 
erate  continuously  and  reverse  automatically.  They  are 
usually  electrically  driven,  but  rope  drive  may  also  be 
applied  to  the  moving  shuttle. 

Conveyor,  Slat.  A  wood  apron  conveyor  in  which  the 
wood  cross  pieces  are  relatively  narrow  and  are  separat 
ed,  leaving  open  spaces  between.  This  construction  is  as 
suitable  for  large  packages,  bags  or  boxes  as  a  complete 
apron,  and  is  lighter.  The  discharge  may  be  over  the 
end  for  all  packages  carried,  or  at  intermediate  points 


47 


CON 


MATERIAL    HANDLING    CYCLOPEDIA 


CON 


by  a  side  plow  or  diverter,  but  only  for  flat,  smooth  bot 
tom  boxes  or  trays. 
Page  352,  759-771. 

Conveyor,  Sling.  A  carrying  conveyor  and  elevator 
used  in  ship  loading  and  unloading,  consisting  of  a  light 
horizontal  truss  along  the  top  and  bottom  chords  of 
which  pass  the  upper  and  lower  runs  of  a  pair  of  end 
less  conveying  chains.  These  chains  also  have  loops  at 
each  end  of  the  truss  hanging  downward  over  sprockets 
at  the  ends  of  the  horizontal  runs ;  weighted  foot  sprockets 
may  be  hung  in  these  loops.  Between  the  two  chains 
at  regular  intervals  are  placed  cross  bars  along  which 
an  endless  canvas  belt  is  hung  in  long  loops  and  se 
cured  to  each  bar.  The  truss  is  supported  transversely 
above  the  deck  of  the  ship,  on  temporary  supports  or 
hung  from  the  ship's  derricks,  with  the  pendant  loop  at 
one  end  hanging  into  the  hold,  and  that  at  the  other  reach 
ing  down  to  the  wharf.  The  chains  are  driven  by  a  motor, 
and  articles  placed  in  the  loops  of  canvas  as  they  pass  the 
loading  point  in  the  hold  will  be  elevated  to  the  deck,  con 
veyed  horizontally  across  it  beneath  the  truss,  and  low 
ered  to  the  wharf  where  they  are  removed.  As  the  loads 
pass  the  two  turns  they  are  rolled  to  new  positions  in 
the  canvas  sling,  but  are  not  discharged  if  properly 
placed  in  the  beginning,  and  not  too  large.  For  loading 
the  direction  of  motion  is  reversed.  Variations  in  the 
height  of  the  pendant  loops  may  be  obtained  by  having 
the  chains  pass  back  and  forth  around  movable  idlers 
in  the  idle  run  along  the  truss,  or  by  inserting  or  re 
moving  lengths  of  chain  with  their  attached  canvas  loops. 
As  ordinarily  made  the  machine  is  portable,  and  is 
placed  on  a  cradle  for  moving  from  one  hatch  to  an 
other,  if  no  overhead  crane  is  immediately  at  hand.  Other 
types  are  permanently  placed  on  the  wharf  and  deliver  to 
lines  of  conveyor  runway  for  removing  or  bringing  par 
cels  as  fast  as  they  can  be  handled  by  the  sling  conveyor. 
Page  403. 

Conveyor,  Spiral.  A  gravity  conveyor  in  which  the  ma 
terial  travels  downward  in  a  helical  path  around  a  ver 
tical  axis.  The  runway  may  be  plain  slide  or  chute,  in 
which  case  the  slope  will  be  steep  and  few  turns  will  be 
needed,  or  it  may  'be  a  roller  conveyor,  in  which  the 
grade  will  be  small  and  many  turns  will  be  needed.  (See 
Chute,  Spiral;  Spiral,  Gravity  Roller.) 

Also   a    helical    or    screw    conveyor.      (See    Conveyor, 
Screw.) 
Page  424. 

Conveyor,  Steam  Jet.  A  form  of  current  conveyor  in 
which  steam  at  a  high  velocity  is  the  agent  used  to  move 
the  material,  most  often  applied  to  conveying  ashes  or 
similar  waste  material.  It  consists  of  a  suction  pipe 
having  hoppers  into  which  the  material  may  be  fed  (the 
openings  being  closed  when  not  in  use)  connected  to  a 
conveying  pipe  leading  to  the  discharge  point.  One  end 
of  the  suction  pipe  has  an  opening  through  which  air  can 
pass ;  at  the  other  end,  and  so  directed  as  to  produce  an 
injector  action  in  the  suction  pipe  away  from  the  open 
end,  is  a  steam  jet.  The  rush  of  air  in  the  open  end  of 
the  pipe  carries  the  material  along  with  it  and  past  the 
jet;  from  that  point  on  the  material  is  forced  by  the 
direct  action,  or  blast  of  the  jet,  through  the  horizontal 
or  vertical  leads  of  the  conveying  pipe  and  around  el 
bows  to  the  discharge  point.  Here  there  may  be  a  closed 
storage  bin  where  the  material  is  allowed  to  collect  for 
periodical  (or  continuous)  removal  through  a  gate  at  the 
bottom ;  the  air  passes  out  through  a  vent  pipe.  Or  in 
the  case  of  ashes  the  discharge  may  be  into  a  baffle  box 


which  holds  the  discharge  within  a  small  space,  from 
which  it  may  drop  into  a  railroad  car,  or  it  may  blow 
directly  into  the  open  air  and  fall  on  a  heap  on  the 
ground,  where  it  is  used  for  filling  in  purposes,  or  is  re 
moved  later  by  other  means.  If  the  discharge  line  is 
very  long,  booster  units  containing  additional  steam  jets 
are  inserted  at  suitable  intervals. 

All  parts  of  such  conveying  system,  especially  where 
an  abrasive  material  like  ashes  is  handled,  are  made  of 
the  hardest  material  obtainable,  and  at  all  points  where  the 
wear  is  greatest,  renewable  parts  should  be  provided. 
-Where  the  discharge  is  into  a  closed  storage  bin,  or  into 
a  baffle  box,  hard  and  easily  renewable  impact  plates  or 
targets  must  be  provided  to  receive  the  force  of  the  jet, 
or  else  the  plating  of  the  structure  will  be  speedily  cut 
through  at  that  point. 

Various  fittings  are  used,  including  steam  units  of  90, 
60,  45  and  30  deg. ;  Ts,  elbows,  intake  tees,  elbows  of 
90,  60,  45,  22^  and  11^  deg.,  branch  laterals,  etc.,  and 
each  is  provided  with  a  renewable  plate  at  the  point  of  ash 
impact. 

Beside  being  used  for  ashes,  steam  jet  conveyors  are 
used  for  removing  soot  from  beyond  the  bridge-wall  of 
a  boiler  furnace. 

Page  431. 

Conveyor,  Steel  Apron.  A  carrying  conveyor  consist 
ing  of  two  parallel  endless  strands  of  chain  passing 
around  sprockets  and  carrying  between  or  on  them  a 
series  of  flat,  curved,  abutting  or  overlapping  metal  plates 
whose  width  corresponds  to  the  pitch  of  the  side  chains  to 
which  they  are  fastened.  It  forms  a  continuous  metal 
supporting  belt  for  carrying  heavy  bulk  material  on  the 
top  run.  The  plates,  occasionally  termed  flights,  often 
have  ends  turned  up  at  right  angles  and  overlapping  in 
such  a  way  as  to  maintain  a  trough  form  even  while 
passing  around  the  sprockets  at  the  head  and  tail  ends 
of  the  conveyor  run.  Such  a  conveyor  can  ordinarily  be 
discharged  only  over  the  head;  if  the  turned  up  ends  are 
omitted  and  the  chain  links  are  attached  beneath  the 
plates,  a  scraper  placed  diagonally  across  the  apron  will 
discharge  material  at  an  intermediate  point.  (See 
Diverter.) 

The  forms  and  laps  of  the  plates  vary  according  to  the 
nature  of  the  material,  the  depth  of  the  layer,  and  the 
length  and  inclination  of  the  conveyor.  The  simplest  is 
the  flat  plate  without  lap,  with  plain  or  downward  flanged 
edges ;  there  is  also  the  plain  lapped  plate,  and  the  lapped 
plate  with  one  edge  flanged  downward.  Overlapping  plates 
curved  to  the  radius  of  the  end  sprocket  may  have  a 
scraper  pressed  against  them  as  they  pass  around  the 
head  to  remove  sticky  material.  Single  beaded  plates 
have  a  bead  formed  with  the  convex  side  upward  on  the 
leading  edge,  overlapping  the  plate  ahead ;  double  beaded 
plates  have  beads  of  slightly  different  radius  on  both 
edges,  the  leading  edge  lapping  over  the  smaller  bead  on 
the  plate  ahead  and  making  a  joint  through  which  mate 
rial  is  not  likely  to  work.  Both  single  and  double  beaded 
plates  may  be  flat  as  described,  or  bent  up  lengthwise  to 
nearly  a  right  angle,  each  plate  making  a  V-shaped 
trough;  they  may  also  be  depressed  between  beads  into 
shallow  or  deep  pans,  often  called  pan  conveyors.  The 
shallow  pans  are  often  lined  with  wood  making  a  level 
apron  for  receiving  heavy  and  abrasive  materials. 

Special  forms  of  apron  plates  are  often  required,  the 
following  being  examples :  for  lehrs,  interlocking  of  the 
adjacent  plates  helps  to  keep  them  from  warping  in  the 
intense  heat ;  for  very  heavy  work,  chain  links  may  be 


48 


CON 


DEFINITION    SECTION 


COU 


cast  integral  with  cast  plates,  and  the  rollers  set  in  in 
tegral  iugs  beneath. 

For  any  except  the  lightest  loads  the  chains  are  of  the 
roller  type,  travelling  on  suitable  tracks.  When  placed 
beneath  the  pans,  the  latter  are  better  supported  to  re 
ceive  a  heavy  load,  and  can  therefore  be  used  as  feeders 
under  hopper;  the  apron  cannot  be  supported  on  the  re 
turn  run  and  this  construction  is  therefore  limited  to  a 
short  run  between  the  end  shafts.  The  pitch  of  the  chain 
is  the  same  as  the  plates;  they  are  connected  by  riveted 
attachment  links,  and  the  rollers  lie  at  the  center  of  cur 
vature  of  the  bead.  Attachment  links  are  also  used  when 
the  chains  are  placed  outside  the  plates,  with  the  rollers 
between  the  chain  links  and  the  roller  pin  extending  the 
full  width  of  the  conveyor,  thus  preventing  the  rollers 
from  tipping.  For  light  and  heavy  work,  plain  rollers  on 
flat  rails  and  flanged  rollers  on  T-rails  are  used  re 
spectively.  The  plate  ends  are  bent  upward  in  one  piece 
in  some  cases,  but  are  also  often  made  of  separate  formed 
pieces  riveted  to  the  plates ;  sometimes  the  chain  link 
itself  forms  the  end  plate. 

These  conveyors  are  usually  supplied  by  a  feeder 
through  a  hopper  of  suitable  width.  Fixed  skirt  boards 
are  sometimes  used  the  full  length  of  the  run  to  enable 
a  deeper  layer  of  material  to  be  carried,  or  to  prevent 
lumps  from  working  off.  Narrow  conveyors  are  some 
times  termed  feeder  widths ;  wide  ones,  loading  boom 
widths.  When  wooden  pieces  are  used  instead  of  the 
steel  plates  the  conveyor  is  termed  an  apron  or  a  plat 
form  conveyor;  when  used  in  an  inclined  position  an 
apron  or  platform  elevator. 
Page  423,  760-771. 

Conveyor  Switch.     See  Switc'.i,  Conveyor. 

Conveyor,  Trimming.  A  continuous  conveyor,  often  of 
the  V-bucket  type,  arranged  for  trimming  coal  in  the 
bunkers  and  holds  of  a  ship.  It  is  arranged  to  be  sus 
pended  by  ropes  from  above,  or  by  props  beneath,  and 
consists  of  an  inclined  receiving  end  with  an  open  bottom 
self-feeding  boot,  secured  at  an  adjustable  angle  to  an  up 
per  horizontal  delivery  run  which  has  several  discharge 
points.  The  horizontal  run  is  placed  close  up  under 
neath  the  deck,  extended  away  from  the  port  or  hatch, 
and  reaches  points  to  which  the  coal  will  not  flow,  even 
higher  than  the  entry  port  if  desired. 

Conveyor  Trough,  Flight.  The  trough  of  a  flight  con 
veyor  may  be  made  of  wood,  wood  with  sheet  steel  lin 
ing,  lap  or  butt  jointed  bent  steel  plates,  steel  drop  forg- 
ings  or  cast  iron.  They  are  rectangular,  flat  bottom  with 
slanting  sides,  U-shaped  or  V-shaped  in  section,  the  last 
two  being  used  for  single  strand  conveyors  only.  When 
used  for  conveying  a  gritty  or  abrasive  material  like 
ashes,  the  trough  is  made  of  hard  white  cast  iron ;  re 
newable  linings  are  also  sometimes  provided.  (See  also 
Conveyor,  Jacketed.) 
Page  464. 

Conveyor,  Vibrating  or  Reciprocating  Trough.  A 
horizontal  trough  mounted  on  inclined  elastic  wooden 
supports,  and  oscillated  endways  by  an  eccentric  with 
spring  connections  to  the  trough.  The  slant  of  the  sup 
ports  is  such  that  the  trough  moves  upward  while  go 
ing  forward,  and  drops  as  it  returns ;  at  a  proper  speed 
the  material  actually  leaves  the  bottom  of  the  trough 
temporarily  and  keeps  in  almost  continuous  motion.  It 
is  especially  suitable  for  sticky  materials. 
Also  called  grasshopper  trough  conveyor. 
Page  429. 


Conveyor,  Wood  Apron.  A  carrying  conveyor  consist 
ing  of  two  parallel  endless  strands  of  chain  passing 
around  sprockets  and  attached  to  the  ends  or  bottoms  of 
a  .series  of  wooden  cross  pieces  forming  a  smooth  plat 
form.  When  the  chains  are  at  the  ends  they  support  as 
well  as  move  the  apron,  and  are  of  the  plain  type  sliding 
in  smooth  guides,  or  of  the  roller  type  running  on  rails; 
the  former  is  often  termed  a  wood  apron  drag  conveyor. 
In  the  carrier  type,  each  cross  piece  is  supported  by  two 
or  four  rollers  on  axles  fastened  beneath  it,  and  running 
on  suitable  guides  or  rails ;  the  chains  are  then  attached  to 
the  bottom  of  the  slats  or  to  the  carrier  frames,  and 
serve  merely  to  propel  the  apron  and  keep  the  parts  prop 
erly  spaced.  Occasionally  one  chain  only  is  used,  and  is 
placed  at  the  center. 

The  wood  crosspieces  may  be  flat  on  top  and  form  a 
smooth,  even  platform ;  when  located  at  floor  level  it  is 
often  termed  a  platform  conveyor ;  when  set  on  an  in 
cline  it  may  be  called  a  platform  or  apron  elevator;  and 
if  arranged  with  special  regard  to  conveying  people  an 
escalator  or  a  traveling  ramp.  When  the  cross  pieces 
are  narrower  than  the  pitch,  leaving  spaces  between  them, 
the  machine  is  generally  termed  a  slat  conveyor.  The 
cross  pieces  may  be  beveled  along  the  long  sides  on  top, 
giving  to  the  apron  the  effect  of  transverse  grooves ;  de 
tached  lugs  or  full  length  angle  bars  may  be  attached 
to  them  to  get  a  better  grip  on  articles  carried,  especially 
where  part  of  the  run  is  up  an  incline ;  or  special  chocks 
or  cradles  may  be  bolted  to  each  or  to  alternate  pieces 
to  carry  objects  like  barrels,  kegs  or  irregular  machinery 
parts.  Sometimes  cleats  are  fixed  to  the  cross  pieces, 
parallel  to  the  conveyor  run ;  these  allow  the  use  of  a 
fingered  loading  platform,  or  a  comb  with  prongs  at  both 
ends  of  the  run,  and  make  loading  and  unloading  at  the 
ends  easier  and  even  semi-automatic. 

Loading  may  be  at  the  end  or  any  intermediate  point; 
discharge  is  simplest  over  the  end,  but  can  be  produced 
witli  smooth  aprons  at  any  intermediate  point  by  the  use 
of  diagonal  diverters. 

The  drive  is  usually  at  the  delivery  end  for  a  one  way 
conveyor,  but  if  reversible  it  may  be  at  whichever  end 
is  most  convenient. 
Page  322,  761-771. 

Conveyor,  Wood  Apron  Drag.  A  name  sometimes  ap 
plied  to  a  wood  apron  conveyor  in  which  the  two  chains 
attached  to  the  ends  of  the  slats  are  not  provided  with 
rollers  for  supporting  the  load,  but  arc  dragged  along 
smooth  guiding  surfaces.  The  chains  are  sometimes  flat 
sided,  provided  large  wearing  surfaces,  or  are  provided 
with  wearing  shoes  which  may  be  renewable. 

Core.  The  central  supporting  post  of  a  closed  center 
type  spiral  chute,  to  which  the  wings  forming  the  spiral 
are  attached,  and  which  carries  the  vertical  load. 

Cordage.  A  comprehensive  term  used  to  include  all 
sizes  and  varieties  of  twine,  rope,  cable,  etc.,  made  from 
fibrous  materials  like  manila,  hemp  or  sisal. 

Counter,  Sack.  A  mechanism  arranged  in  a  chute  to 
count  packages  or  sacks  as  they  pass.  Several  types  are 
in  use,  including  one  having  an  arm  which  is  swung  by 
each  object  passing,  returning  to  its  position  immediately. 
Another  utilizes  the  weight  of  the  sack  passing  over  a 
tilting  plate  in  the  chute  bottom  to  work  the  counter. 

Counterweight.  A  heavy  weight  so  placed  and  con 
nected  in  a  machine  as  to  counterbalance  a  load  or  mov 
ing  part.  Locomotive  cranes  and  rotating  cranes  in  gen 
eral  have  fixed  counterweights  placed  on  the  opposite 
side  of  the  turntable  from  the  load.  Part  of  the  counter- 


49 


cou 


MATERIAL    HANDLING    CYCLOPEDIA 


CRA 


weight  is  made  up  of  the  operating  machinery,  the  re 
mainder  being  scrap  iron,  sand,  or  concrete,  these  being 
cheap  and  not  requiring  shipment  with  the  remainder  of 
the  crane.  Where  saving  space  is  important,  cast  iron 
weights  are  used.  Horizontal  cantilever  cranes,  floating 
cranes,  and  pillar  cranes  often  have  counterweights 
mounted  on  wheels,  which  automatically  moves  along 
the  rear  end  of  the  cantilever  in  symmetry  with  the  load 
on  the  main  arm  by  rope  connections. 

Occasionally  vertically   moving   counterweights   moving 

in  guides  are  connected  by  wire  ropes  to  the  moving  part 

to  be  balanced,  as  for  instance  the  boom  of  a  luffing  crane. 

Also  called  ballast,  which  is  more  correctly  applied  to 

the  material  making  up  the  counterweight. 

Coupling.  A  device  for  securing  together  the  ends  of 
the  units  of  a  series  of  objects  or  parts  arranged  in  line 
like  hose,  shafts,  pipes,  conveyor  runway,  etc. 

Also  the  mechanism  at  the  ends  of  cars  by  which  they 
are  connected  to  one  another  or  to  a  locomotive,  for 
making  up  trains ;  a  car  coupling. 

Coupling  Bolt.  A  bolt  used  in  holding  together  the 
parts  of  a  coupling — particularly  applied  to  a  shaft 
coupling. 

Coupling,  Double  Cone  or  Muff.  A  shaft  coupling  con 
sisting  of  two  short  sleeves  fitting  the  shaft  ends  and 
keyed  to  them,  split  at  one  point  and  having  conical 
surfaces  on  the  outside.  Another  sleeve,  having  internal 
conical  surfaces  at  the  two  ends  fitting  the  shaft  sleeves, 
surrounds  them,  and  the  two  inner  cones  are  drawn  to 
gether  strongly  by  bolts  passing  through  them.  The 
inner  cones  clamp  the  shaft  on  the  inside,  and  wedge  in 
the  outer  sleeve  on  the  outside,  the  torque  being  trans 
mitted  from  one  shaft  to  the  other  by  friction  between 
the  two  conical  surfaces.  The  through  bolts  are  also 
placed  so  as  to  act  as  keys  and  prevent  continued  slip 
ping  if  it  should  start. 

Occasionally  the  relation  of  the  sleeves  is  inverted,  a 
continuous  split  sleeve  being  fitted  over  the  shaft  ends, 
and  two  external  sleeves  arc  drawn  together  by  bolts. 

Coupling,  Flange.  A  shaft  coupling  consisting  of  two 
flanged  sleeves  or  hubs  each  fitted  and  keyed  to  the  end 
of  its  shaft.  The  flanges  are  fastened  together  by  bolts 
passing  through  them;  projecting  rims  or  cylindrical 
flanges  should  be  provided  to  prevent  the  projecting  bolt 
heads  and  nuts  from  causing  personal  injury.  The  torque 
is  carried  by  shearing  stress  in  the  flange  bolts. 

Coupling,  Flexible.  A  coupling  which  provides  a  small 
amount  of  elastic  yielding  in  the  connection  between  two 
shafts,  so  that  sudden  shocks  in  starting  are  avoided,  and 
also  so  that  small  amounts  of  mis-alignment  will  not 
cause  damage.  One  type  has  flanges  facing  each  other 
on  the  abutting  shaft  ends,  and  each  flange  has  a  circular 
row  of  pins  on  its  face.  An  endless  belt  may  be  wrapped 
in  and  out  among  these  pins,  or  adjacent  ones  may  be 
attached  with  separate  loops  of  belting.  Loosely  fitting 
flange  bolts  with  rubber  bushings,  and  laminated-telescop 
ing  flange  bolts  are  two  other  devices  used.  A  thin  tube 
corrugated  circumferentially,  or  its  equivalent,  may  be 
bolted  between  the  two  flanges. 

Coupling,  Oldham's.  A  shaft  coupling  intended  to  con 
nect  shafts  which  remain  parallel,  but  may  get  out  of 
alignment.  A  flange  is  fastened  on  the  end  of  each  shaft, 
each  flange  having  a  groove  running  diametrically  across 
its  face.  Between  these  two  flanges  is  placed  a  disc 
having  diametrical  tongues  on  its  two  faces,  these  tongues 
being  at  right  angles  to  each  other,  and  each  fitting  into  a 
groove  in  the  shaft  flange.  When  the  shafts  rotate,  the 


tongues  slip  in  the  grooves  if  the  shafts  are  not  in  exact 
alignment. 

Coupling  Pin.     A  pin  used  in  car  couplings. 

Coupling,  Shaft.  A  device  for  connecting  the  adjacent 
ends  of  two  shafts  so  that  rotary  motion  may  be  trans 
mitted  from  one  to  the  other.  Various  types  are :  the 
flange  coupling,  the  split  or  clamp  coupling,  the  muff  or 
double  cone  coupling;  these  couplings  require  accurate 
alignment  of  the  two  shafts.  If  the  shafts  are  parallel 
but  not  coincident,  Oldham's  coupling  may  be  used ;  if 
intersecting  but  not  in  line,  a  single  universal  coupling 
is  used ;  if  neither  parallel  nor  intersecting,  two  universal 
couplings  with  a  short  piece  of  shaft  are  required.  (See 
Universal  Joint.) 

Flexible  couplings  are  used  where  it  is  desirable  to 
have  a  small  amount  of  elasticity  between  the  two  shafts, 
to  avoid  shocks  at  starting  or  stopping;  such  couplings 
are  generally  applied  to  shafts  which  are  in  alignment, 
though  many  of  them  will  also  permit  a  small  amount  of 
divergence. 

For  couplings  which  permit  the  two  shafts  to  be  easily 
disconnected  at  will,  see  Clutch. 

Coupling,  Split  or  Clamp.  A  shaft  coupling  consisting 
of  two  half-cylinders  fitted  to  the  shaft  on  their  inner 
surfaces.  They  are  bolted  together  over  the  joint  in  the 
two  aligned  shafts  by  transverse  bolts,  and  one  of  the  two 
halves  of  the  coupling  is  provided  with  a  key.  The  torque 
is  carried  from  one  shaft  to  another  by  torsional  stress 
in  the  half-couplings. 

Crab.  A  term  rather  indiscriminately  applied  to  sev 
eral  types  of  small  hand-winches,  to  some  winches 
operated  by  power,  and  also  occasionally  (British)  to 
crane  trolleys.  (See  Winch  and  Trolley,  which  are 
preferable  terms.) 

Crane.  A  machine  for  moving  heavy  objects  by  rais 
ing  them,  moving  them  horizontally,  and  lowering  them 
in  the  new  location.  Two  mechanisms  are  essential :  the 
hoist  for  the  vertical  motion;  and  the  mechanism  of 
translation  for  the  horizontal  motion. 
Page  155. 

Crane,  Boat.  A  type  of  rotary  pillar  crane  for  handling 
heavy  lifeboats,  launches,  etc.,  on  shipboard,  principally 
on  warships.  One  curved  piece,  usually  of  box-girder 
construction,  which  replaces  both  pillar  and  boom,  is 
pivoted  at  the  base,  and  carries  the  lifting  tackle  at  its 
upper  end.  For  heavy  loads,  the  slewing  is  done  by 
power ;  for  smaller  loads,  it  is  done  by  hand,  and  in 
this  case  the  frame  is  made  of  a  single  curved  piece  of 
steel,  called  a  davit. 

Crane,  Braced  Jib.  A  jib  crane  built  up  of  structural 
steel  shapes,  diagonal  braces  and  ties,  gussets,  clips,  etc., 
riveted  together,  as  distinguished  from  one  which  is  built 
like  a  curved  plate  girder,  or  is  formed  of  a  single  curved 
piece  like  a  ship's  davit.  Two  general  types  of  bracing 
are  top  or  tie  rod  bracing,  and  bottom  or  under  bracing. 
The  simplest  top  braced  or  tie  rod  construction  exists 
where  the  mast  and  jib  are  two  straight  structural  shapes 
connected  at  right  angles,  and  a  diagonal  tie  attached  at  or 
near  the  outer  end  of  the  jib  connects  it  to  the  top  of  the 
mast.  Several  such  diagonal  ties  may  support  as  many 
points  of  the  jib. 

The  simplest  under  braced  jib  has  a  single  straight 
diagonal  strut  from  the  bottom  of  the  mast  to  a  point  at 
or  near  the  end  of  the  jib;  to  increase  clearance  this  strut 
may  be  curved  inward.  To  give  a  better  support  to  the 
jib  and  also  to  give  goo''  --learancp  underneath  the  brace, 


50 


CRA 


DEFINITION    SECTION 


CRA 


it  is  often  run  to  a  point  about  half  way  out  on  the  jib, 
and  shorter  diagonal  struts  run  from  its  middle  point  to 
two  other  points  on  the  jib.  This  is  called  a  triple  under- 
braced  jib. 

Another  combination  form  of  bracing,  called  top  and 
back  bracing,  is  obtained  by  extending  the  jib  back  past 
the  mast  a  short  distance,  connecting  the  end  of  this 
extension  to  the  top  and  the  bottom  of  the  mast  by  a 
strut  and  tie,  respectively,  and  supporting  the  main  or 
front  portion  of  the  jib  by  ties  from  the  top  of  the  mast. 
This  gives  maximum  clearance  under  the  jib,  with  maxi 
mum  economy  of  material,  but  requires  good  head-room. 

Crane,  Bracket  or  Bracket  Jib.  See  Crane,  Wall 
Bracket  Jib. 

Crane,  Bridge.  A  crane  having  a  bridge  along  which  a 
trolley  carrying  a  hoist  and  a  load  may  travel.  The 
bridge  may  or  may  not  be  capable  of  travel.  In  this 
sense  the  term  is  used  merely  to  distinguish  a  gantry  or 
overhead  traveling  crane  from  a  swing,  jib  or  wall  crane, 
or  derrick.  Sometimes  called  a  girder  crane.  (See  also 
Gantry,  Cantilever  Bridge.) 
Page  155,  777-800. 

Crane,  Bridge  Storage.  A  term  sometimes  applied  to  a 
gantry  crane  (with  or  without  cantilever  ends)  especially 
arranged  for  the  unloading  of  material  in  bulk,  such  as 
ore,  coal,  sand,  gravel,  etc.,  from  cars  or  vessels,  and 
placing  it  in  open  storage  piles ;  also  for  reclaiming  such 
material  from  the  piles  and  loading  it  on  cars  or  vessels. 
(See  also  Gantry,  Cantilever  Bridge.)  The  material  is 
usually  handled  by  a  grab  bucket.  The  hoisting  winch 
is  fixed  in  one  of  the  towers,  and  the  trolley  is  moved  and 
the  bucket  hoisted  by  wire  ropes.  Or  it  may  be  of  the 
man-trolley  type,  where  the  operator  rides  in  a  cab  travel 
ling  with  the  hoist,  all  electrically  driven. 
Page  791-799. 

Crane,  Bucket.  A  term  often  applied  to  any  type  of 
crane  which  is  capable  of  handling  a  grab  bucket  and  is 
equipped  with  one.  Any  crane,  provided  it  is  sufficiently 
powerful,  can  handle  a  single  line  grab  bucket,  though 
the  addition  of  a  tag  line  or  other  means  of  preventing 
rotation  of  the  bucket  may  be  necessary.  A  two-line 
bucket  requires  two  hoisting  drums  which  are  partially  or 
completely  independent. 

For  continuous  and  rapid  action,  durable  machinery  of 
proper  strength  and  high  speed  must  be  supplied,  but  any 
type  of  crane  may  be  adapted  to  the  work.  Overhead 
and  gantry  travelling  cranes,  derricks  and  locomotive 
cranes  are,  perhaps,  used  most  frequently.  (See  Trolley, 
Bucket.") 
Page  786-800. 

Crane,  Cantilever.  See  Gantry,  Cantilever;  Crane. 
Horizontal  Rotating  Cantilever. 

Crane,  Cargo.  A  crane  especially  adapted  to  the  trans 
ferring  of  cargo  between  a  vessel's  hold  and  a  wharf  or 
lighter.  If  located  on  a  pier  or  wharf,  it  is  generally 
termed  a  wharf  crane ;  if  located  on  the  vessel,  it  is  often 
a  derrick,  and  is  one  of  the  principal  parts  of  the  cargo 
handling  gear.  (See  Cargo  Handling  Gear:  Derrick, 
Ship.) 
Page  191.  797,  798. 

Crane,  Charging.  An  overhead  travelling  crane  espe 
cially  developed  for  steel  works  use  in  charging  open 
hearth  furnaces.  A  rigid  structure  hanging  below  the 
bridge  has  a  horizontal  arm  which  is  capable  of  being 
lowered  until  the  end  is  connected  with  the  charging  box, 
of  raising  it,  passing  it  endways  through  the  charging 


door,  and  rotating  it  about  a  horizontal  axis,  dumping  the 
load  of   scrap.     The   motions  are  then   reversed.      (See 
also  Charging  Machine.) 
Page  165. 

Crane,  Code  of  Safety  Standards.     Page  158. 

Crane,   Column  Jib.     See   Crane,   Pillar  Jib. 

Crane,  Counterweight  Cargo.  A  type  of  cantilever 
gantry  crane  used  for  cargo  handling,  in  which,  by  a 
special  reeving  of  the  hoisting  rope,  the  weight  of  the 
hook,  fall  rope,  down-haul  ball,  block,  skip  or  slings,  to 
gether  with  half  the  average  load,  are  balanced  by  a 
counterweight.  The  load  hook  must  then  be  lowered  by 
power  against  the  pull  of  the  counterweight,  but  the  size 
of  the  motor  or  engine  and  machinery  to  operate  the 
hoist  may  be  greatly  reduced,  as  less  power  is  required 

Crane  End  Truck.  ( )nc  of  the  two  end  frames  or  car 
riages  of  an  overhead  travelling  crane  structure  having 
wheels  rolling  on  the  rails  of  the  runway,  and  supporting 
the  ends  of  the  bridge  girders.  In  small  cranes  the  truck" 
may  be  of  cast  or  forged  steel ;  in  larger  sizes  they  are 
of  structural  steel,  cast  steel  or  combinations  of  the  two. 
They  are  rigidly  secured  at  right  angles  to  the  crane 
girders,  and  are  braced  with  horizontal  gusset  plates  to 
prevent  the  structure  getting  out  of  square.  Fitted  bolts 
and  reamed  holes  are  generally  used  for  these  fastenings, 
as  they  must  be  made  in  the  field,  and  the  utmost  rigidity 
is  necessary.  To  prevent  any  appreciable  drop  in  case 
a  wheel  breaks  during  use,  a  portion  of  the  end  frame  in 
the  form  of  a  lug  projects  downward  close  to  the  rail ; 
in  some  cases  the  bridge  girders  themselves  extend  across 
the  rail  and  only  slightly  above  it.  These  provisions  also 
allow  the  end  frame  to  be  easily  raised  by  wedges  in 
order  to  remove  the  track  wheels. 

For  light  loads  there  are  two  wheels  in  each  truck; 
for  heavier  loads  there  are  four,  arranged  in  pairs  with 
equalizing  or  compensating  trucks ;  for  the  very  heaviest 
loads  there  may  be  eight  or  sixteen  wheels  on  two  parallel 
rails.  The  form  of  the  end  frame  is  also  strongly  influ 
enced  by  the  type  of  wheel  hearing:  if  of  the  M.  C.  R. 
type,  in  which  the  axle  is  forced  into  the  wheel  and  turns 
with  it,  cast  bearing  boxes  with  an  oil  cellar  are  bolted 
or  riveted  to  the  truck.  If  of  the  pin  and  keeper  type, 
in  which  the  wheel  turns  on  the  axle,  the  pin  generally 
passes  through  the  two  side  plates  of  the  truck  which  are 
reinforced  to  receive  it.  The  wheel  is  between  the  side 
plates  and  has  a  bronze  bushing  which  turns  on  the  pin, 
the  latter  being  held  in  place  by  keepers.  The  wheel 
should  be  placed  symmetrically  between  the  two  sides 
of  the  end  truck,  and  every  effort  should  be  made  to  dis 
tribute  the  load  from  the  bridge  equally  between  the  two 
sides. 

Also  called  end  carriage,  end  cradle,  end  frame,  truck 
beam.     (See  also  Equalizer  Saddle;  Crane  Girder.) 
Page  155. 

Crane,  Fitting-out.  Any  crane  arranged  and  located 
especially  for  shipyard  use  in  placing  engines,  boilers, 
guns,  masts,  stacks,  armor,  etc.,  in  a  ship  after  it  is  in 
the  water.  It  is  generally  located  on  a  dock  close  to  the 
water,  or  is  a  floating  crane.  The  various  types  are  all 
characterized  by  extremely  large  lifting  capacity,  a  large 
clearance  under  the  part  extending  over  the  ship,  and  a 
sufficient  reach  to  cover  the  width  of  the  ship,  and  some 
times  more,  in  order  to  pick  up  material  from  a  barge 
brought  to  the  far  side  of  the  ship  from  the  crane.  (See 
Crane.  Folding  Jib  Gantry,  Crane.  Floating  Gantry; 
Crane.  Horizontal  Rotating  Cantilever.") 
Pape  197. 


51 


CRA 


MATERIAL    HANDLING    CYCLOPEDIA 


CRA 


Crane,  Fixed.  A  crane  whose  principal  structure  is 
mounted  on  permanent  or  semi-permanent  foundations. 
The  area  served  is  strictly  limited  by  the  dimensions  of 
the  moving  parts  of  the  crane,  and  neither  the  whole 
crane  structure  nor  any  considerable  portion  of  it  has 
any  motion  of  translation  during  the  operation  of  the 
machine  as  a  crane. 
Page  169. 

Crane,  Floating.  A  crane  mounted  on  a  barge  or  pon 
toon  which  can  be  towed  or  self-propelled  from  place 
to  place,  and  used  for  lifting  and  moving  heavy  weights 
at  docks,  ship  fitting  berths,  etc.,  and  for  heavy  marine 
work  generally,  including  salvage  operations.  These 
cranes  are  generally  of  large  size  and  capacity,  and  are 
built  in  various  styles.  Some  are  jib  cranes,  with  a 
rotating  jib  of  fixed  radius,  or  with  a  variable  radius 
obtained  by  means  of  a  trolley.  Others  have  rotating 
booms  of  variable  inclination.  Gantries  and  shear  legs 
are  also  used  afloat,  and  for  small  work ;  stiff-leg  derricks 
mounted  on  barges  are  common,  and  are  termed  derrick 
boats  or  floating  derricks. 

In  rotary  floating  cranes  of  large  capacity,  every  pos 
sible  effort  is  made  to  get  the  maximum  lifting  power  at 
the  maximum  possible  distance  from  the  side  of  the 
pontoon,  with  a  minimum  of  tipping,  and  with  this  pur 
pose  in  mind,  the  crane  structure  is  generally  located 
away  from  the  center  of  the  pontoon,  and  the  operating 
machinery  is  utilized  as  a  counterweight  by  being  placed 
on  the  rotating  part  opposite  to  the  load.  Adjustable 
or  movable  counterweights  may  also  be  used,  or  some  of 
the  pontoon  compartments  may  be  flooded  with  water  for 
the  same  purpose. 
Page  195,  801,  802. 

Crane,  Foundry.  A  name  sometimes  given  to  a  rotary 
underbraced  jib  crane,  with  a  trolley  running  on  the  top 
of  the  jib,  and  operated  by  hand  or  power.  It  has  been 
extensively  used  in  foundry  practice,  in  capacities  of 
one  to  ten  tons.  (See  also  Crane,  Rotary  Jib.) 
Crane,  Gantry.  See  Gantry. 

Crane,  Gantry,  with  Inclined  Cantilever.  A  crane  used 
in  handling  excavated  material,  and  consisting  of  a  gan 
try  base  central  tower  on  which  a  long  truss  is  supported 
at  its  center  in  a  slanting  position.  A  rope  trolley  han 
dling  a  grab  or  bottom  dumping  bucket  operates  on  the 
bridge,  the  motive  power  being  located  in  the  central 
tower,  and  the  whole  structure  moves  on  a  track  under 
the  tower.  The  lower  end  of  the  cantilever  extends  over 
an  excavation  like  a  canal,  and  the  upper  end  over  the 
spoil  bank;  the  excavated  material  is  carried  from  the 
excavation  to  the  spoil  bank  by  the  bucket. 
Crane,  Girder  Frame  Jib.  A  type  of  rotary  jib  crane 
in  which  the  mast  and  jib  curve  into  one  another  and 
are  substantially  all  one  piece,  being  built  up  in  a  plate 
girder  of  box  section  composed  of  plates  and  angles  as 
distinguished  from  Lattice  Frame  and  Braced  Jib 
Cranes.  (Also  called  Fairbairn  Jib  Crane.) 
Crane,  Guyed  Jib.  A  jib  crane  in  which  the  top  of  the 
mast  is  held  in  place  by  diagonal  stays  leading  to  anchor 
ages  in  the  ground  at  some  distance  from  the  base  of  the 
mast. 
Crane,  Hammerhead  or  Hammerhead  Jib.  See  Crane, 

Horizontal  Rotating  Cantilever;  Crane,  Pintle. 
Crane,   Hand.     A   crane   which   is   operated   by  human 
power.     The  usual  method  of  applying  it  for  hoisting  is 
by  means  of  a  rotating  crank.     For  travelling  or  swing 
ing,  the  load  may  be  directly  pushed  or  pulled  by  hand 


or    by    hand-operated    cranks    with    appropriate   rope   or 
chain  connections. 
Page  159,  777-800. 

Crane,  Horizontal  Rotating  Cantilever.  A  rotating 
crane  consisting  of  a  horizontal  double  cantilever  struc 
ture  of  unequal  arms,  supported  on  an  elevated  roller 
bearing  turntable,  carrying  the  load  at  the  end  of  the 
long  arm,  or  at  a  variable  radius  by  means  of  a  trolley 
which  can  travel  along  the  lower  chord  of  the  long  arm, 
and  bearing  the  operating  machinery  and  counterweight 
on  the  short  arm. 

In  very  large  sizes,  for  ship  fitting  out,  it  may  be 
mounted  at  a  dock  or  on  a  barge.  In  smaller  sizes  it 
often  has  a  gantry  base  and  is  called  a  tower  or  shipyard 
crane.  When  the  tower  is  very  short,  it  is  sometimes 
called  a  turntable  crane. 

It  may  also  be  fixed  on  a  travelling  gantry,  or  may  be 
mounted  on  a  trolley  on  a  fixed  gantry,  or  on  a  travelling 
gantry,  or  on  an  elevated  runway.  It  may  also  be  under 
hung  to  the  trolley  of  an  overhead  travelling  crane.  Also 
called  hammerhead  crane,  or  hammerhead  jib  crane  from 
the  resemblance  in  appearance  of  the  rotating  element  to 
the  head  of  a  tack  hammer. 

Crane,  Hydraulic.  A  crane  which  is  operated  by 
hydraulic  power.  While  smooth  in  action  and  almost  un 
limited  in  capacity,  the  system  is  so  inferior  to  electricity 
in  most  other  respects  that  hydraulic  cranes  are  prac 
tically  obsolete. 

Crane,  Inclined  Cantilever  Jib.  A  straight  line  type  of 
travelling  crane,  developed  particularly  for  transferring 
freight  between  the  hold  of  a  vessel  and  the  inside  of  a 
wharf  shed.  The  travelling  structure,  which  is  of  the 
full  or  semi-portal  type  of  gantry,  or  of  the  bridge  type, 
travelling  on  the  roof  of  the  shed,  carries  on  the  end 
toward  the  water  a  double  cantilever  jib,  with  ends 
unequal  in  length.  In  its  working  position  the  jib  is 
inclined  with  the  short  lower  end  projecting  underneath 
the  edge  of  the  shed  roof,  and  the  long  end  extending 
upward  and  out  over  the  hatchway  of  the  vessel.  A  load 
is  hoisted  from  the  hold  with  the  trolley  at  the  outer 
end  of  the  jib;  when  clear  of  the  hatchway  the  trolley 
is  allowed  to  move  inward  and  downward  along  the  jib. 
To  allow  the  crane  to  be  moved  along  the  runway  to 
different  hatches,  or  to  allow  the  vessel  to  be  moved 
along  the  wharf,  the  jib  may  be  raised  to  a  vertical  posi 
tion  against  the  end  of  the  gantry  or  bridge,  when  it  will 
clear  all  parts  of  the  vessel  and  wharf. 

Crane,  Inclined  Jib.  A  jib  crane  in  which  the  jib  is 
inclined  to  the  horizontal  at  a  fixed  angle.  More  power 
is  naturally  required  to  move  the  trolley  up  the  slope, 
but  other  considerations  often  make  the  arrangement 
desirable.  (See  Crane,  Inclined  Cantilever  Jib.) 

Crane,  Independent.  A  rotary  jib  crane  supported  clear 
of  a  wall  so  that  it  may  make  a  complete  swing,  as  dis 
tinguished  from  a  wall  crane  which  may  swing  through  a 
half-circle  only. 

Crane,  Inverted  Post.  An  underhung  crane  consisting 
of  a  trolley  travelling  on  an  overhead  bridge  and  having 
centrally  fixed  to  it  a  downwardly  projecting  post  on 
which  a  jib  can  swing  in  a  horizontal  plane  beneath  the 
bridge.  The  jib  may  or  may  not  have  a  trolley;  move 
ment  of  the  trolley  and  slewing  of  the  jib  may  be  by 
power  or  by  hand.  The  hoisting  is  usually  performed  by 
an  electric  motor,  carried  on  the  jib. 

(See  also   Crane,  Underhung;   Crane,   Horizontal   Ro 
tating  Cantilever.) 


52 


CRA 


DEFINITION    SECTION 


CRA 


Crane,  Jib.  A  crane  consisting  of  a  bracket  frame,  or 
of  a  vertical  post  from  which  extends  a  horizontal  arm 
(see  Jib)  carrying  a  traveller  or  trolley  (see  Trolley) 
on  wheels,  from  which  the  load  is  suspended.  The  load 
is  raised  or  lowered  by  a  suitable  hoisting  mechanism 
(see  Hoist)  suspended  from,  built  into  or  acting  through 
the  trolley,  and  free  movement  along  the  jib  is  then 
allowed  by  the  trolley  wheels.  The  vertical  post  is 
usually  pivoted  at  the  top  and  bottom  to  allow  swinging 
(see  Crane,  Rotary  Jib),  but  when  a  bracket  frame  is 
used,  it  is  often  non-swinging  and  mounted  on  wheels  to 
allow  of  motion  along  a  track  or  runway.  (See  Crane, 
Travelling  Jib). 

Page  171,  780,  789. 

Crane,  Ladle.  Any  crane  arranged  especially  for  han 
dling  and  pouring  ladles  of  molten  metal.  The  term  is 
usually  applied  to  overhead  electric  travelling  cranes  of 
large  capacity,  provided  with  a  double  set  of  hoisting 
ropes  supporting  a  strong  beam,  from  the  ends  of  which 
long  steel  hooks  support  the  ladle  by  trunnions  at  the 
sides.  The  double  set  of  ropes  prevents  any  turning 
tendency,  and  the  use  of  the  beam  keeps  the  load  blocks 
and  hoisting  rope  away  from  the  intense  heat  of  the 
molten  metal.  Special  precautions  are  taken  to  protect 
the  whole  equipment,  mechanical  and  electrical,  from  the 
.heat,  dust  and  chemical  fumes. 

As  an  extra  precaution  in  case  of  the  failure  of  a 
hoisting  motor,  two  motors  are  often  used,  each  capable 
of  handling  the  load  in  case  of  failure  of  the  other.  If 
these  motors  drive  separate  drums,  each  lifting  one  end 
of  the  beam,  interlocking  gearing  prevents  unequal  lower 
ing  of  the  beam. 

Another  arrangement  is  to  have  two  hoisting  drums 
and  two  ropes,  each  end  of  a  rope  being  wound  on  a 
drum  and  each  drum  therefore  lifting  half  the  load  at 
each  end  of  the  lifting  beam.  In  case  of  accident  to  and 
stoppage  of  one  of  the  hoisting  motors,  the  other  motor 
and  drum  will  continue  to  handle  the  load  at  half  speed. 

For  large  ladles  which  must  be  tipped  by  power,  a 
second  smaller  crane  trolley  is  often  provided,  running  on 
the  same  rails  as  the  main  trolley,  or  on  separate  and 
non-interfering  rails,  and  connected  with  the  tipping 
arrangements  by  its  hoisting  rope. 

Page  165. 

Crane,  Locomotive.  A  rotary  travelling  crane  consist 
ing  of  a  pillar  crane  with  inclinable  boom  mounted  on  a 
turntable  carried  on  a  wheeled  car  travelling  on  tracks 
of  standard  or  special  gage.  It  is  extremely  mobile,  has 
been  built  to  handle  loads  up  to  500  tons — though  the 
cranes  in  most  common  use  handle  about  15  tons — has 
a  long  reach,  and  may  be  adapted  to  a  variety  of  uses. 

The  travelling  car  in  the  small  cranes  is  a  four-wheel 
rigid  truck,  one  axle  being  driven  by  power.  The  medium 
sizes  have  an  eight-wheel  swiveling  truck  car  body,  one 
axle  in  each  truck  usually  being  driven  by  power.  On 
the  car  body  is  mounted  a  large  gear  which  is  also  a 
track  for  the  roller  bearings  supporting  the  deck  or 
racer,  this  deck  being  held  down  to  the  car  body  by  a 
large  pivot  pin. 

On  the  deck  or  racer  is  mounted  the  pillar,  often 
included  as  a  part  of  the  frame  of  the  hoisting  machine. 
The  heel  of  the  boom  is  pivoted  at  the  base  of  the  pillar, 
and  is  supported  at  the  outer  end  by  wire  rope  tackle  led 
to  a  drum.  The  load  line  is  led  from  the  boom  point  to  an 
other  drum.  A  third  drum  is  supplied  if  a  two-line  bucket 
is  to  be  handled,  and  winch  heads  are  also  provided  on 
'  the  ends  of  one  or  more  of  the  hoisting  drum  shafts.  A 
reversible  pinion  driven  by  gearing  projects  down  through 


the  deck  and  meshes  with  the  large  base  gear,  providing 
power  for  rotating  or  slewing.  The  hoisting  engine,  boiler, 
coal  and  water,  or  the  electrical  machinery,  if  the  crane 
be  electrically  operated  is  located  back  of  the  pillar  op 
posite  the  boom ;  all  this  equipment  serves  to  counter 
balance  the  weight  of  the  boom  and  load. 

Various  arrangements  of  jaw  and  friction  clutches  are 
used  to  connect  the  drums  and  gearing  to  the  engine  ,or 
motor,  depending  on  whether  the  engine  is  reversible  or 
not,  whether  two  or  more  motions  must  be  carried  on 
simultaneously,  and  how  often  a  motion  must  be  repeated 
in  service.  Friction  clutches  are  essential  to  rapid  action 
and  frequent  repetition. 

The  motions  possible  with  a  locomotive  crane  are : 
hoisting;  rotary,  by  swinging  or  slewing  the  boom  ;  radial, 
by  changing  the  inclination  of,  or  luffing,  the  boom;  and 
travelling,  by  moving  the  crane  along  the  rails.  The 
operator's  station  is  usually  just  back  of  the  pillar,  from 
which  point  he  has  a  clear  view  of  the  load  during  lifting. 

When  it  is  permissible  temporarily  to  fix  the  crane  in 
position,  its  lifting  capacity  may  be  increased  somewhat  by 
anchoring  the  car  body  to  the  tracks.  For  a  larger  in 
crease,  outriggers  or  beams  underneath  the  car  body 
are  used;  these  can  be  slid  out  and  blocked  up  from  the 
ground. 

If  the  crane  is  mounted  on  springs  for  satisfactory  train 
travel  at  high  speed,  wedges  must  be  placed  to  prevent 
the  springs  functioning  during  lifting  operations. 

The  unit  as  a  whole  may  be  mounted  on  an  elevated 
track  or  on  a  travelling  gantry,  or  the  car  body  may  be 
elongated  vertically  into  a  tower  with  or  without  a  gantry 
base,  sometimes  termed  a  raised  pier  locomotive  crane. 
Omitting  the  car  body  and  wheels,  it  may  be  mounted  in 
a  fixed  position  on  semi  or  full  portal  gantries,  or  on 
towers  of  various  heights. 

Page  179,  804-806. 

Crane,  Luffing.  A  crane  in  which  the  load  may  be 
moved  radially,  or  to  or  from  the  center  of  the  crane 
structure,  by  changing  the  inclination  of  the  boom  from 
the  end  of  which  the  load  is  suspended,  as  in  a  locomotive 
crane  or  derrick.  This  motion  may  incidentally  be 
accompanied  by  a  raising  or  lowering  of  the  load,  but  the 
term  luffing  has  reference  to  the  horizontal  motion  only. 

In  a  derrick  the  load  may  be  luffed  inward  by  raising 
the  boom,  and  if  at  the  same  time  the  load  line  be  slacked 
off  enough  to  keep  the  load  from  being  lifted  along  with 
the  boom  point,  true  horizontal  luffing  action  will  result; 
this  is  generally  accomplished  by  the  skill  of  the  operator. 
When  this  operation  must  be  repeated  continuously,  as 
in  loading  cargoes,  an  arrangement  of  load  and  boom 
hoisting  ropes  and  guide  sheaves  may  be  made  which  will 
automatically  maintain  the  load  at  a  constant  level  during 
the  luffing  of  the  boom.  If,  in  addition,  the  boom  be 
counter-balanced,  the  power  required  for  luffing  is  a 
minimum,  and  is  only  that  necessary  to  overcome  friction. 

Shear  legs  constitute  a  crane  of  the  luffing  type. 
Crane,  Monorail  Jib.     A  wall  travelling  jib  crane  with 
a  fixed  radius  swinging  arm.     (See  also  Crane,  Walking 
Jib.) 

Crane,  Overhead  Electric  Traveling.  An  overhead 
traveling  crane,  generally  of  the  bridge  type,  operated  by 
electricity.  This  method  of  driving  is  becoming  so  uni 
versal  that  the  time  is  rapidly  approaching  when  all  such 
cranes  will  be  either  electrical  or  hand-operated. 

Direct  current  is  the  most  commonly  used  and  is 
simplest.  Alternating  current  may  be  used,  but  on  account 
of  the  difficulty  of  varying  the  speed  of  an  A.  C.  motor 
over  a  wide  range,  it  is  unsatisfactory  in  crane  service 


S3 


CRA 


MATERIAL    HANDLING    CYCLOPEDIA 


CRA 


where  delicate  control  is  necessary.  The  voltage  is 
usually  220;  higher  voltages  would  be  more  efficient  so 
far  as  transmission  losses  are  concerned,  but  owing  to 
the  presence  of  long  lines  of  bare  conductors  in  ouildings 
containing  many  people,  voltages  which  would  be  fatal  to 
human  life  are  unsuitable.  (See  also  Crane,  Overhead 
Traveling.) 

Page  161,  781-800. 

Crane,  Overhead  Traveling.  A  crane  consisting  of  a 
steel  bridge  or  girder  structure  supported  at  the  ends  on 
wheels  traveling  on  elevated  runways,  and  having  a  trol 
ley  traversing  the  bridge,  a  hoist  built  into  or  hung  on  the 
trolley,  and  motors,  gears,  shafts,  etc.,  for  operating  the 
machine,  and  apparatus  for  controlling  it. 

The  steel  bridge  or  girder  structure  is  carried  by  wheels 
at  the  ends  traveling  on  straight  level  rails  or  runways 
laid  on  elevated  structures.  It  is  maintained  at  right 
angles  to  the  two  runways  and  travels  along  them  by 
hand,  or  by  power  applied  to  the  wheels  at  the  bridge 
ends.  Structurally  it  may  vary  from  a  simple  I-beam  to  a 
complicated  structure  of  four  or  more  box  or  braced 
girders  of  great  strength.  (See  Crane  Girder.)  The 
end  trucks  or  carriages  may  be  built  in  a  number  of 
different  ways,  and  the  wheels  in  each  truck  may  number 
from  two  to  sixteen,  depending  on  the  crane  capacity. 
(See  Crane  End  Truck.) 

The  trolley  may  be  hand-operated,  or  may  have  as 
many  as  six  motors  (see  Crane.  Single  Motor,  etc.). 
Wire  rope,  crane  chain  or  pitch  chain  (see  Rope,  Chain) 
may  be  used  for  lifting  the  load,  in  combination  with 
worm  or  spur  gearing  (see  Gearing).  The  load  is  ordi 
narily  hung  on  a  hook  (see  Hook)  by  slings  of  rope  or 
chain  (see  Slings).  The  hoisting  mechanism  may  be 
built  separately  and  hung  onto  a  hook  or  other  fastening 
on  the  trolley  (see  Hoist,  Independent),  or  may  be  built 
into  the  mechanism  of  the  trolley  (see  Hoist,  Trolley), 
the  most  usual  arrangement  for  medium  and  large  sized 
cranes  being  to  have  a  motor-driven,  geared-drum  hoist 
built  into  the  trolley. 

There  is  usually  one  trolley,  with  one  load  hoist  or  with 
a  main  and  an  auxiliary  hoist,  the  latter  being  much 
smaller  in  capacity  and  operating  at  a  correspondingly 
higher  speed.  Occasionally  there  are  two  hoists  of  equal 
capacity  on  the  same  trolley,  or  two  separate  trolleys  of 
equal  capacity  on  the  same  bridge,  one  or  both  of  these 
trolleys  having  an  auxiliary  hoist.  Or  a  main  and  an 
auxiliary  trolley  may  be  operated  on  the  same  bridge, 
on  the  same  or  on  different  and  non-interfering  runways. 
(See  Crane  Girder.) 

Holding  and  lowering  brakes  must  be  supplied  for 
controlling  the  vertical  movement  of  the  load,  including  at 
least  two  provisions  against  accidental  dropping.  Brakes 
are  also  provided  to  control  the  travel  of  the  trolley  on 
the  bridge  and  of  the  bridge  on  the  runway.  (See  Brakes, 
Crane.) 

(See  Crane,  Hydraulic,  Rope,  Steam,  Electric,  for  vari 
ous  motive  powers  that  have  been  used  for  operating  over 
head  travelling  cranes.) 

(See  Crane,  Roundhouse,  for  an  example  of  circular 
runways.) 

(See  Crane,  Skew,  for  an  example  where  the  bridge  is 
not  at  right  angles  to  the  runways.) 

Page  155,  781-800. 

Crane,  Pier  or  Raised  Pier.  A  locomotive  crane  having 
a  structural  steel  pier  or  tower  between  the  car  body  at 
the  bottom,  and  the  turntable  at  the  top,  and  serving  to 
elevate  the  rotating  pillar  element  and  give  it  a  greater 
length  of  hoist. 

54" 


Crane,  Pillar.  A  rotary  crane,  generally  fixed,  consist 
ing  of  a  pillar  or  post  held  in  a  vertical  position  by 
attachment  at  its  base  to  a  turntable  or  equivalent  mechan 
ism  which  is  securely  fastened  to  the  foundation,  and  a 
boom  of  fixed  radius  and  inclination  which  meets  the 
pillar  near  the  bottom  and  is  supported  at  its  outer  and 
upper  end  by  a  tie  rod  from  the  top  of  the  pillar.  No 
trolley  is  ordinarily  provided,  and  the  load  may  be  moved 
horizontally  around  the  circumference  of  a  circle  of  fixed 
radius  only.  (Also  called  Transfer  Crane,  or  Railroad 
Crane,  from  its  wide  use  for  transfer  purposes  in  freight 
yards.) 

When  mounted,  with  its  power  operating  mechanism, 
on  a  substantial  turntable  and  provided  with  a  boom 
of  variable  inclination,  this  apparatus  forms  a  crane  unit 
of  very  wide  use,  and  is  applied  in  many  ways.  The 
pillar  is  generally  unrecognizable  as  such,  being  included 
as  part  of  the  frame  of  the  hoisting  machinery.  This 
unit  mounted  on  a  self-propelled  car  becomes  a  locomo 
tive  crane,  and  it  also  forms  an  essential  part  of  many 
gantry  and  tower  cranes. 

Page  175,  780-789. 

Crane,  Pillar  Jib.  A  pillar  crane  with  the  usual  self- 
sustaining  post  or  pillar,  but  with  the  boom  of  fixed 
inclination  replaced  by  a  (generally)  horizontal  jib  with  a 
trolley  running  on  it.  The  operating  mechanism  may  be 
placed  on  a  platform  turning  with  the  post,  and  opposite 
to  the  jib  for  counterbalance  purposes.  This  crane  is 
used  in  locations  where  guys  or  stiff  legs  for  staying 
the  top  would  be  objectionable,  but  where  the  whole  of  a 
circular  area  must  be  served.  (Also  called  Column  Jib 
Crane.) 

Page  175,  780-789. 

Crane,  Pintle.  A  horizontal  rotating  cantilever  crane 
on  a  tower,  in  which  additional  stability  is  given  to  the 
rotating  element  by  rigidly  connecting  to  it  a  braced 
pintle  extending  down  within  the  tower  a  considerable 
distance,  and  mounted  in  a  roller  step  bearing  at  its 
lower  end.  The  roller  bearing  at  the  top  of  the  tower 
is  of  the  radial  type  and  merely  guides  the  rotating 
element.  (Also  called  Hammerhead  Crane.) 

Page  197. 

Crane,  Portable.  A  crane  which  may  be  easily  moved 
from  one  location  to  another  on  skids,  rollers  or  wheels 
and  used,  after  such  changes  of  location,  for  crane  pur 
poses.  This  occasional  motion  of  the  whole  structure  is 
not,  however,  for  the  purpose  of  moving  the  load. 

The  term  is  often  applied  specifically  to  a  small  pillar 
crane  with  built-in  hoist,  mounted  on  three  wheels,  and 
capable  of  being  hauled  around  a  floor  by  hand  with  its 
load.  The  base  is  usually  made  so  that  it  straddles  the 
load  to  be  picked  up.  and  the  pillar  is  curved  so  that  the 
load  can  be  delivered  on  top  of  a  machine,  provided  there 
is  room  for  the  base  beneath  the  machine. 

Page  177. 

Crane,  Post.  (See  Crane,  Pillar.)  Also  a  small  semi- 
portable  jib  crane  arranged  so  that  it  may  be  bolted  or 
clamped  at  the  top  and  bottom  of  its  mast  to  a  post, 
column  or  other  part  of  a  building  structure. 
Crane,  Power.  A  crane  operated  by  mechanical  power 
as  distinguished  from  one  operated  by  hand. 

Also,  a  crane  which  is  driven  by  a  belt  or  rope  from  an 
outside  shaft  or  separate  engine. 
Crane,  Revolving.     See  Crane,  Rotary. 
Crane,   Rotating   Cantilever.     A   crane   consisting  of  a 
central  tower  of  four  vertical  members,  supporting  at  the 
center  a  long  truss  on  which  a  trolley  can  move  from  one 


CRA 


DEFINITION    SECTION 


CRA 


end  to  the  other     The  central  pier  rotates  on  a  circular 
track   set   on   a   suitable   foundation ;   the   area   served   is 
circular. 
Page  197. 

Crane,   Rotary.     A   crane  in  which   the  load  is  carried 
by  a  part  or  an  assemblage  of  parts  which  are  arranged 
to   rotate  about  a  vertical  axis.     Derricks,  pillar   cranes 
and  jib  cranes  are  examples  of  fixed  rotary  cranes;  loco 
motive   cranes,    truck    cranes    and    wrecking    cranes    are 
examples  of  travelling  rotary  cranes. 
Also,  a  swing  crane. 
I'a.ue  197. 

Crane,  Rotary  Jib.  A  jib  crane  which  has  a  central  post 
provided  with  pivots  at  the  top  and  bottom  so  that  the 
whole  structure  can  swing  about  a  vertical  axis.  If  the 
load  is  carried  at  a  fixed  point  at  the  end  of  the  jib,  it  is 
called  a  swing  crane;  if  the  load  is  carried  on  a  trolley, 
it  is  usually  known  simply  as  a  jib  crane,  or,  sometimes, 
from  its  former  wide  use  in  foundries,  as  a  foundry 
crane.  Also  called  a  mast  jib  crane. 
Page  171. 

Crane,  Roundhouse.  An  overhead  traveling  crane,  in 
tended  for  use  in  locomotive  roundhouses,  and  traveling 
on  runways  which  are  arranged  on  the  arc  of  a  large 
circle.  In  order  to  make  the  bridge  keep  a  radial  posi 
tion  as  it  moves  along  the  curved  track,  the  outer  end 
must  travel  faster  than  the  inner,  and  this  may  be 
accomplished  by  having  larger  wheels  at  the  outside,  or 
by  altering  the  gearing  ratio ;  the  latter  is  preferable  on 
account  of  the  advantage  of  using  the  same  wheels 
throughout.  The  individual  wheel  axes  should  be  radial. 
Occasionally  a  crane  (or  other  wheeled  structure  with 
rigidly  connected  wheels)  must  travel  equally  well 
around  a  circular  arc  or  in  a  straight  line.  This  can  be 
done  by  having  the  treads  of  the  wheels  all  of  the  same 
size  for  running  on  the  straight  track,  but  arranging  the 
outer  track  on  the  curves  in  such  a  way  that  the  wheels 
roll  on  the  tops  of  the  flanges,  thus  increasing  their 
diameters,  and  causing  them  to  travel  faster. 

Crane,  Shipyard.  The  term  applied  to  various  types  of 
cranes  especially  arranged  and  located  for  shipyard 
work,  such  as  the  delivering  of  the  structural  steel  parts 
from  the  ground  to  the  point  in  the  hull  where  they  are 
to  be  placed.  They  are  characterized  by  a  moderate  load 
lifting  capacity,  a  large,  clearance  under  the  boom  or 
jib,  a  sufficiently  long  reach  to  cover  the  necessary  width 
of  the  building  slip,  and  fairly  rapid  movement. 

Some  of  the  types  which  are  in  modern  use  are  as  fol 
lows  :  Double  cantilever  gantry  cranes  running  on  an 
elevated  runway  between  the  building  slips,  one  crane 
serving  two  slips ;  travelling  gantry  towers  with  derricks, 
pillar  cranes  or  horizontal  rotating  cantilever  jibs,  run 
ways  being  arranged  between  all  the  slips,  or  between 
pairs ;  fixed  towers  with  the  derricks,  pillar  cranes  or 
horizontal  rotating  cantilever  jibs,  so  arranged  that  their 
combined  fields  of  action  cover  all  of  the  building  slips ; 
overhead  travelling  cranes,  used  only  when  the  building 
slip  is  under  cover. 
Page  197. 

Crane,  Skew.  A  bridge  type  crane  in  which  the  travel 
ling  bridge,  instead  of  being  at  right  angles  to  the  run 
way,  is  set  permanently  at  a  less  angle.  The  squaring 
shaft  runs  at  right  angles  to  the  runway,  connecting 
diagonally  opposite  wheels  on  the  end  trucks.  The 
bridge  is  of  the  monorail  I-beam  type,  with  open  ends. 
A  series  of  cranes  of  this  type,  arranged  to  travel  on 
parallel  runways  transversely  placed  over  a  long  floor 
area,  can  have  trolleys  run  onto  them  from  a  single  line 


of  monorail  runway  by  a  single  two-way  switch  for 
each  crane,  the  runway  being  located  along  one  side  of 
the  floor  area,  at  right  angles  to  the  lines  of  bridge  run 
way. 

Crane,  Soaking  Pit.  An  overhead  traveling  crane  used 
in  steel  works,  having  a  trolley  to  which  is  attached, 
either  above  or  below,  with  vertically  moving  parts,  a 
rigid  structure  carrying  tongs  suitable  for  gripping  a 
hot  steel  ingot  and  removing  it  from  furnace  pits  in 
the  floor  to  a  car,  or  the  reverse.  It  usually  spans  a 
standard  or  narrow  gage  railway  as  well  as  the  soaking 
pits.  Sometimes  called  a  vertical  charging  machine. 
Page  165. 

Crane,  Stripping.  An  overhead  traveling  crane  special 
ly  arranged  for  lifting  the  ingot  molds  off  the  ingots  in 
steel  works.  A  rigid  structure  hangs  from  the  trolley, 
with  two  eyes  which  are  caught  under  hooks  on  the  top 
of  the  ingot  mold,  and  which  pull  it  upward.  At  the 
same  time  a  vertically  moving  plunger  pushes  down  on 
the  top  of  the  solidified  metal,  keeping  it  from  rising 
with  the  mold. 
Page  165. 

Crane,  Tower  Jib.  A  jib  crane,  generally  with  a  self- 
supporting  steel  mast  or  pillar,  mounted  on  a  tower.  The 
mast  is  stepped  at  its  base  in  a  bearing  well  down  in  the 
tower,  and  is  guided  by  a  radial  roller  bearing  at  the  top 
of  the  tower.  The  jib  is  attached  to  the  mast  just  above 
the  top  of  the  tower,  is  top  braced  to  the  top  of  the  mast, 
and  carries  a  trolley.  If  the  tower  is  of  the  travelling 
gantry  type,  the  crane  is  called  a  traveling  tower  jib 
crane.  (See  also  Crane,  Horizontal  Rotating  Cantilever.) 
Page  801,  802. 

Crane,  Tractor.     A  small  travelling  crane,  generally  of 
the  rotary  pillar  type,  mounted  on  wheels  and  capable  of 
self-propulsion  over  sufficiently  firm  ground. 
Page  806. 

Crane,  Tram.  A  short  bridge  crane  traveling  longi 
tudinally  on  overhead  rails,  without  trolley  motion. 

Crane,  Transfer.  A  crane  permanently  installed  in 
freight  yards,  etc.,  and  used  to  transfer  heavy  weights 
between  cars  and  trucks,  etc.  The  term  is  usually  ap 
plied  to  a  fixed  gantry,  though  travelling  gantries,  over 
head  travelling  cranes  and  pillar  cranes  applied  to  this 
purpose  are  often  thus  designated.  Also  called  Railroad 
Crane.  (See  Gantry,  Fixed.) 

Also,  an  overhead  crane  used  to  transfer  a  trolley  with 
its  load  from  one  line  of  runway  to  another  without 
the  use  of  switches.  It  generally  consists  of  a  traveling 
bridge  which  is  so  arranged  that  when  it  is  properly 
located  in  line  with  one  of  the  fixed  runways,  a  trolley 
may  be  run  onto  it  from  the  runway,  and  transferred  to 
another  runway  by  moving  the  bridge.  The  girder  is 
generally  underhung,  so  as  to  leave  its  ends  open. 
Locks  or  stops  must  also  be  provided  to  keep  the  ends 
of  the  runways  and  of  the  bridge  closed  at  all  times 
except  when  they  are  properly  in  line  for  the  passage  of 
the  trolley. 

Page  169,  791-800. 

Crane,  Traveling  Jib.  A  jib  crane  mounted  on  wheels 
or  trucks  and  arranged  for  self-propulsion.  If  the  rails 
are  on  the  side  wall  of  a  building,  it  is  generally  termed 
a  wall  traveling  jib  crane,  and  the  jib  is  usually  fixed,  or 
without  swing.  If  it  runs  on  rails  in  the  floor  and  is 
guided  at  the  top  by  an  overhead  track  it  is  called  a 
walking  jib  crane,  a  velocipede  crane  or  simply  a  travel 
ing  jib  crane. 
Page  177. 


55 


CRA 


MATERIAL    HANDLING    CYCLOPEDIA 


DAV 


Crane,  Truck.  A  small  revolving  pillar  crane  of  fixed 
radius  mounted  on  a  truck  or  small  car  for  operation 
on  industrial  tracks  or  with  flat  tread  wheels  for  use 
on  smooth  floors  or  the  ground.  The  term  is  generally 
applied  to  the  small  hand-operated  types  lacking  the 
self-propelling  feature;  the  large  power-operated  truck 
cranes  are  really  locomotive  cranes,  as  they  are  pro 
vided  with  travelling  gear. 
Page  177. 

Crane,  Underhung.  An  overhead  travelling  crane  in 
which  the  bridge  is  hung  to  the  end  trucks  below  the 
level  of  the  runway  instead  of  above  it,  as  is  more 
usual.  The  runways  usually  consist  of  I-beams  bolted 
to  the  beams  of  the  floor  above  or  to  the  roof  trusses, 
and  are  often  set  in  considerably  from  the  end  of  the 
bridge,  leaving  a  cantilever  overhang  at  each  end.  Under 
hung  cranes,  suitable  for  light  work  only,  are  often  used 
as  transfer  cranes,  because  the  ends  of  the  bridge  girder 
are  open,  allowing  a  trolley  to  run  off  and  onto  a  mono 
rail  track  when  the  crane  is  properly  located.  Also  any 
crane  in  which  a  rotating  jib  or  cantilever  arm  is  hung 
beneath  a  trolley  on  a  bridge  or  runway.  (See  Crane, 
Horizontal  Rotating  Cantilever.) 

Crane,  Walking  Jib.  A  travelling  jib  crane  which  runs 
on  a  single  line  of  rails  on  the  floor,  and  is  guided  at 
the  top  by  a  parallel  overhead  track.  The  base,  having 
two  swiveling  wheels,  or  four  wheels  arranged  on  swivel- 
ing  trucks,  carries  the  motive  machinery,  and  is  strongly 
bracketed  to  the  mast  in  the  plane  of  the  tracks.  The 
swinging  jib  is  either  top  or  under  braced,  and  may  or 
may  not  have  a  trolley.  The  top  of  the  mast  carries 
guide  rollers  which  run  along  the  sides  of  the  guide  rail. 
This  guide  rail  must  be  heavily  braced  to  prevent  the 
crane  from  overturning  when  the  loaded  jib  is  swung 
to  the  side.  For  stability  when  the  load  is  in  line  with 
the  track,  dependence  is  placed  on  the  long  wheel-base 
and  the  heavy  bracing  to  the  mast.  (Also  called  Veloci 
pede  Crane,  or  Travelling  Jib  Crane.) 
Page  177. 

Crane,  Wall  Bracket  Jib.  The  simplest  form  of  rotary 
jib  crane,  consisting  of  a  horizontal  beam  or  jib,  often 
of  I-beam  section,  hinged  to  a  fixed  point  on  a  wall  at 
one  end,  and  supported  at  the  other  by  a  diagonal  tie 
attached  to  the  wall  by  another  hinge  directly  above  that 
holding  the  jib.  Usually  no  trolley  is  included  so  that 
the  load  is  carried  at  the  end  of  the  jib  only,  and  the 
crane  is  often  called  a  swing  crane.  The  hinge  plate  of 
the  tie  rod  is  kept  as  high  as  possible  so  as  to  cut  down 
the  stress  in  the  tie.  If  a  trolley  is  used,  it  is  hung  to 
the  lower  flange  of  the  I-beam. 
Page  171,  780,  789. 

Crane,  Wall  Traveling,  or  Wall  Traveling  Jib.  A 
traveling  jib  crane  which  runs  on  horizontal  lines  of 
rails  attached  to  one  side  of  a  building  and  extends  out 
ward  over  a  portion  of  the  floor  space  like  a  cantilever. 
The  usual  type  has  a  structure  consisting  of  a  pair  of  top 
or  under  braced  bracket  frames  rigidly  braced  together 
transversely,  and  carried  by  three  rails ;  one  at  the  top 
arranged  to  resist  pull  outward  from  the  wall,  one  at 
the  bottom  to  resist  horizontal  inward  thrust,  and  one  at 
or  near  the  bottom  to  carry  the  weight  of  the  crane  and  load. 
A  trolley  runs  on  the  horizontal  part  of  the  jib,  with  a 
built-in  or  independent  hoist.  The  same  variety  of  power 
equipment  is  supplied  as  with  overhead  electric  traveling 
cranes— hand,  electric  or  air  hoist,  and  hand  or  electric 
trolley  traverse  and  jib  travel. 

Occasionally  the  jib  is  hinged  to  the  part  of  the  struc 
ture  on  the  rails  and  the  trolley  may  or  may  not  be  omitted ; 


this  gives  somewhat  greater  ease  of  handling,  especially 
when  hand-operated,  and  also  enables  the  crane  to  pass 
high  obstacles  on  the  shop  floor,  or  a  load  hanging  from 
an  overhead  crane  trolley.  (Also  called  Monorail  Jib 
Crane.) 

Page  167,  797. 

Crane,  Wall  or  Wall  Jib.  A  rotary  jib  crane  supported 
against  a  wall  and  swinging  through  a  half  circle  only,  as 
distinguished  from  an  independent  jib  crafle  which  is 
so  supported  as  to  swing  through  a  full  circle.  (See  Crane, 
Wall  Travelling;  Crane,  Wall  Bracket  Jib.) 
Page  170,  780,  789. 

Crane,  Wharf.  Any  crane,  located  on  a  wharf  or  pier, 
and  particularly  adapted  to  the  transfer  of  cargo  between 
the  wharf  or  pier  and  the  hold  of  the  vessel  alongside. 
Owing  to  the  varying  spacing  of  vessel  hatchways,  the 
crane  must  be  capable  of  movement  along  the  wharf, 
hence  is  mounted  on  a  runway.  Other  requirements  are : 
Sufficient  horizontal  reach  to  cover  the  hatchway,  suffi 
cient  length  of  hoist  to  raise  the  load  from  the  bottom 
of  the  hold  to  a  point  entirely  clear  of  the  vessel,  and 
rapidity  and  economy  of  operation. 

Types  much  used  as  wharf  cranes  are:  Single  01 
double  portal  gantries  or  travelling  bridges  on  the  wharf 
shed  roof,  carrying  rotating  pillar  cranes ;  cantilever 
gantries  with  folding  extensions  over  the  hatchways; 
and  gantries  with  inclined  cantilever  jibs. 
Page  191,  786-800. 

Crane,  Wrecking.  A  crane  used  in  railroad  practice 
for  clearing  up  wrecks.  The  type  in  almost  universal 
use  is  a  powerful  travelling  rotary  pillar  crane  with  a 
curved  or  angular  boom  of  variable  inclination,  mounted 
on  two  trucks  of  four  to  sixteen  wheels  each ;  it  is 
practically  a  very  powerful  locomotive  crane,  with  special 
facilities  for  being  hauled  at  high  speed  in  a  wrecking 
train.  (See  Crane,  Locomotive.)  It  is  generally  steam- 
operated,  even  on  electrified  roads,  as  wrecks  often 
destroy  the  neighboring  electrical  conductors.  An  espe 
cially  heavy  lifting  tackle  is  arranged  at  a  point  about 
halfway  out  on  the  boom,  and  elaborate  outriggers  with 
jacks  are  provided  to  give  the  crane  additional  stability 
for  side  lifts  at  large  radius. 
Page  185. 

Crosshead.  The  term  applied  to  an  engine  or  machine 
part  which  slides  in  or  on  straight  guides  and  serves 
to  compel  another  part  to  move  in  a  path  parallel  to 
the  guides.  An  engine  crosshead  also  usually  has  a 
point  of  connection  for  one  end  of  the  connecting  rod, 
and  thus  guides  one  end  of  the  latter,  as  well  as  one  end 
of  the  piston  rod,  in  a  straight  line  along  the  axis  of  the 
cylinder. 

Dash  Pot.  A  device  consisting  of  a  loosely  fitting  pis 
ton  sliding  in  a  cylinder  filled  with  air,  water  or  oil. 
Large  resistance  is  offered  to  sudden  movements  of  the 
piston,  but  practically  none  to  slow  movements.  It  is 
used  on  cranes  to  prevent  too  sudden  application  of  a 
solenoid  brake  when  it  is  applied  by  springs  after  the 
current  is  shut  off. 

Davit.  The  name  by  which  are  known  several  types  of 
cranes  used  for  handling  small  boats  on  board  a  ship, 
two  being  used  for  a  boat.  The  most  common,  a  rotary 
davit,  is  a  pillar  crane  consisting  of  a  single  vertical  post 
curved  out  at  the  top  sufficiently  to  suspend  the  boat  clear 
of  the  ship's  side,  and  provided  with  block  and  tackle 
hoists  for  lifting.  The  boat  is  hoisted  clear  of  the  deck, 
and  by  passing  one  davit  at  a  time,  may  be  swung  from 
its  stowing  position  inside  the  davits,  to  its  launching  po 
sition  outside  them. 


56 


DEA 


DEFINITION    SECTION 


DER 


There  is  also  a  luffing  type  of  davit,  which  is  inboard 
of  the  boat  at  all  times,  and  swings  outboard  by  a  screw 
acting  on  a  worm  sector,  or  other  equivalent  means. 

Dead  Center.  A  position  in  a  mechanism  in  which  the 
part  acting  as  driver  cannot  operate  the  other  parts  with 
out  outside  help,  owing  to  a  locking  action.  In  particu 
lar,  the  position  of  a  reciprocating  engine  when  the  crank 
pin  is  on  the  line  of  centers,  so  that  the  pressure  on  the 
piston  cannot  move  it. 

Dead-end.  To  make  fast  the  end  of  a  rope  used  in 
hoisting  or  hauling  operations,  as  the  closing  rope  on  a 
grab  bucket,  or  a  rope  on  a  winding  drum. 

Dead-man.  A  prop  or  post  used  to  elevate  a  derrick 
guy  near  its  anchorage  in  order  to  allow  more  head  room 
beneath  it.  It  is  usually  a  wooden  post,  set  firmly  in  the 
ground  at  an  angle,  with  the  guy  passing  over  a  notch  in 
the  top.  A  grooved  plate  may  be  used  to  prevent  the  guy 
from  cutting  into  the  end  grain  of  the  wood.  Steel 
dead-men  are  also  used. 

Also,  an  anchorage  for  a  guy,  cableway,  etc.,  consisting 
of  a  timber  or  piece  of  structural  steel  buried  in  the 
ground  with  the  end  of  the  guy  line  fastened  around  its 
middle. 

Deceleration.  Retardation;  the  opposite  of  accelera 
tion. 

Deck.  One  of  the  floors  or  platforms  on  a  ship  corre 
sponding  to  the  floors  in  a  building. 

Also,  an  elevated  platform  around  a  crane,  loading  ma 
chine,  etc.,  or  a  platform  around  the  base  of  a  revolving 
crane,  moving  with  it,  and  furnishing  a  foundation  for 
part  or  all  of  the  operating  machinery. 

Also,  one  screen  of  a  set  of  shaking  screens  arranged 
one  above  the  other.  Also  called  a  leaf.  (See  Screen, 
Shaking.) 

Deck,  Revolving.  The  revolving  platform  or  turntable 
of  a  locomotive  crane.  Also  called  the  racer. 

Deflection,  of  rope  lead  onto  a  sheave  or  drum.  (See 
Deviation.) 

Degradation.  The  term  applied  to  the  breaking  up  of 
lump  material  like  coal  into  smaller  lumps  or  into  dust, 
due  to  handling  or  other  causes.  The  resistance  of  the 
material  to  degradation  often  determines  the  best  method 
of  handling  to  be  used. 

Demountable  Body  System.  A  system  of  motorized 
freight  terminal  transportation  consisting  of  a  fleet  of 
trucks  wth  standard  demountable  bodies,  with  electric 
cranes  and  overhead  rails  at  loading  and  unloading  points, 
by  which  full  and  empty  truck  bodies  may  be  exchanged 
with  only  a  short  delay  to  the  truck.  The  contents  of 
the  bodies  are  unloaded  and  loaded  in  proper  due  course, 
and  the  system  is  so  handled  by  a  dispatcher  that  the 
exchanges  are  promptly  made.  Also  sometimes  called 
the  Cincinnati  System,  because  it  was  first  installed  there 
on  a  considerable  scale. 
(See  also  Gattie  System.) 

Derrick.  Commonly  used  abbreviation  of  derrick  crane. 
A  rotary  crane  consisting  of  a  vertical  mast  and  means 
of  holding  it  in  a  fixed  vertical  position,  a  boom,  operat 
ing  ropes  and  hoisting  winch  operated  by  hand  or  power. 
The  mast  is  stepped  at  the  bottom  into  a  fixed  baseplate 
and  carries  at  its  top  either  a  loose  cap  or  spider  from 
which  guys  radiate  to  anchorages  in  the  ground  or  other 
fixed  points,  or  a  pivot  pin  having  its  bearing  held  in 
place  by  gooseneck  irons  on  the  ends  of  stiff-legs.  The 
boom  is  hinged  at  or  near  the  base  of  the  mast  to  allow 
motion  in  a  vertical  plane,  and  has  its  outer  end  or  point 
raised  or  lowered  by  ropes  attached  to  the  point,  leading 
around  a  guide  sheave  at  the  top  of  the  mast,  and  thence 


around  other  guide  sheaves  at  its  base,  to  the  hoisting 
winch.  This  line  is  called  the  topping  lift  or  boom  hoist. 
The  load  is  carried  by  a  rope  called  the  load  line  leading 
around  a  sheave  at  the  boom  point,  thence  along  the 
boom  to  guide  sheaves  at  the  mast,  and  to  the  hoisting 
winch.  The  load,  boom  and  mast  are  slewed  about  the 
vertical  axis  by  a  wheel  at  the  base  of  the  mast  (see 
Bull  Wheel)  having  slewing  lines  leading  from  it  to  the 
slewing  winch  or  by  hand  slewing  lines  attached  to  the 
boom  point  or  to  the  load;  complete  rotation  requires 
that  the  guys  or  stiff-legs  be  spread  so  far  that  they  will 
clear  the  point  of  the  boom  at  least  a  portion  of  its  range 
of  elevation. 

Another  type  of  derrick  has  a  stationary  mast  with  the 
boom  attached  to  it  by  a  goose-neck  which  allows  full 
freedom  of  motion.  Several  such  booms  may  be  placed 
at  the  base  of  a  single  mast,  if  desired,  and  this  arrange 
ment  is  much  used  on  shipboard  for  handling  cargo. 
(See  Derrick,  Ship.) 

The  distinction  between  a  derrick  and  a  jib  crane  lies 
in  the  fact  that  a  derrick  -boom  can  be  changed  in  in 
clination,  or  luffed,  and  this  is  required  to  give  one  of 
the  components  of  motion  to  the  load,  while  in  a  jib  crane 
the  jib  is  rigidly  fixed  to  the  mast,  and  the  load  moves 
radially  only  by  means  of  a  trolley  moving  along  the  jib. 

Several  somewhat  primitive  forms  of  cranes  are  also 
called  derricks,  though  they  have  no  booms,  and  are 
capable  of  little  or  no  horizontal  movement  of  the  load. 
They  are  really  portable  structures  intended  to  give  an 
elevated  point  of  attachment  for  hoisting  purposes.  (See 
Derrick,  Fole ;  Derrick,  Breast;  Derrick,  Tripod;  Der 
rick,  Sulky;  Derrick,  Gin  Pole.) 

Page  219,  801-803. 

Derrick,  A-frame.  An  independent  derrick  in  which  the 
mast  is  replaced  by  two  struts  spread  apart  at  the  bottom 
and  united  at  the  top.  A  cross-bar  furnishes  the  point  of 
attachment  of  the  boom,  and  another  spar  or  stiff-leg  (or 
sometimes  two),  extending  to  the  rear,  holds  the  top  of 
the  A-frame  rigidly  in  position.  The  boom  may  be 
slewed  somewhat  less  than  180  deg.  by  lines  leading 
through  guide  sheaves  on  the  side  struts,  or  by  a  bull 
wheel. 

Another  type  has  a  mast  in  addition  carried  in  pivots 
just  in  front  of  the  A-frame,  so  that  it  can  swing  the 
load  through  a  full  180  deg. 

Page   229,   801-803. 

Derrick  Bottom.  The  complete  assemblage  of  metal 
parts  at  the  base  of  a  derrick  mast,  comprising  the  fol 
lowing  parts  or  their  equivalent;  a  foot  block,  secured  to 
the  bottom  of  the  mast,  having  a  pivot,  either  cylindrical 
or  ball  and  socket,  resting  in  the  mast  step  in  the  base 
plate;  a  boom  seat,  either  an  integral  part  of  the  base 
plate,  or  secured  separately  to  the  mast  above  the  base 
plate ;  straps  and  bolts  for  securing  these  irons  in  place ; 
and  one  or  more  sheaves  with  their  pins. 
Derrick,  Breast.  A  hoisting  device  consisting  of  a  pole 
derrick  having  two  poles  spread  apart  at  the  bottom 
where  they  rest  on  a  cross  piece,  and  approaching  or 
meeting  each  other  at  the  top,  where  they  are  fastened 
together.  Other  crossbars  connect  the  two  poles,  and  a 
hand-winch  is  fastened  to  one  of  the  lower  ones,  the  load 
line  passing  around  a  sheave  fastened  to  the  top  crossbar 
or  top  point.  Guys  hold  the  derrick  in  position,  and  by 
their  adjustment  provide  a  means  for  a  small  horizontal 
movement  of  the  load.  Generally  portable,  and  used  for 
small  work. 
Page  227. 


57 


DER 


MATERIAL    HANDLING    CYCLOPEDIA 


DER 


Derrick  Car.  A  truck  or  car  on  which  is  mounted  a 
stiff-leg  or  A-frame  derrick.  The  sills  or  lie  legs  may 
be  bolted  to  a  standard  flat  car  and  the  stiff-legs  attached 
to  them  in  the  usual  way,  or  the  frame  of  the  car  itself 
may  be  utilized  for  anchoring  the  stiff-legs.  The  mast 
and  boom  are  sometimes  arranged  to  lower  to  allow  of 
hauling  along  a  railroad  right  of  way. 

Derrick   Car,  Traveling.     A   derrick  car  provided   with 
means  of  self-propulsion.     It   may   be  of  the  chain  and 
sprocket  type,  or  the  bevel  gear  type,  driven  from  the 
same  engine  that  operates  the  hoisting  winch. 
Page  223. 

Derrick,  Counterweight.  A  small  portable  derrick  con 
sisting  of  a  mast  firmly  fixed  in  a  base  and  braced  by 
short  braces,  having  pivoted  to  it  a  boom  which  has  a 
short  extension  on  the  side  opposite  the  load.  This  ex 
tension  may  be  counterweighted  by  the  hoisting  winch 
and  by  additional  weight  if  desired.  The  inclination  of 
the  boom  may  be  changed,  but  neither  it  nor  the  mast 
rotate. 
Page  227. 

Derrick,  Floating.  (See  also  Crane,  Floating.)  A  der 
rick,  usually  of  the  stiff-leg  or  A-frame  type,  mounted  on 
a  barge  or  pontoon.  It  is  generally  of  moderate  propor 
tions,  and  special  provision  must  be  made  for  stiffening 
the  frame  to  resist  the  side  stresses  due  to  tipping  when 
lifting  a  heavy  load,  and  when  acted  on  by  waves.  The 
slewing  gear  must  also  be  powerful  enough  to  swing  the 
boom  under  any  condition  of  side  tipping. 

The  derrick  may  be  of  the  mast  type  with  two  or  iour 
stiff-legs  of  the  A-frame  type  with  two  stiff-legs,  or  of 
the  A-frame  type  with  a  mast  in  addition,  this  last  ar 
rangement  allowing  a  full  180  deg.  swing.  The  hoisting 
machinery  is  located  on  the  deck  of  the  barge  where  con 
venient,  and  considerable  clear  space  is  left  in  front  of  the 
derrick,  so  that  the  barge  may  be  loaded  and  be  used  for 
water  transportation,  as  well  as  for  purely  lifting  pur 
poses. 

Page  223,  801,  802. 

Derrick,  Full  Circle.  A  derrick  which  has  its  mast  so 
supported  as  to  allow  complete  rotation.  This  is  accom 
plished  in  a  guyed  derrick  by  having  the  guys  spread  far 
enough  to  clear  the  boom  point.  Stiff-legs  of  the 
"broken-back''  type  also  allow  complete  rotation. 
Page  801,  802. 

Derrick,  Full-Circle  Stiff-Leg.  A  stiff-leg  derrick  ar 
ranged  to  swing  a  complete  circle  if  desired.  The  two 
straight  stiff-legs  ordinarily  used  arc  replaced  by  "broken- 
back'1  stiff-legs,  with  a  post  or  strut  supporting  the  leg 
at  the  angle  of  the  break.  The  boom  can  then  pass  under 
the  stiff-legs  and  make  a  complete  circle.  Two  posts  or 
struts  are  sometimes  used  to  support  the  stiff-leg,  giving 
better  support  against  side  yielding. 

As  at  least  two  ropes  ordinarily  pass  up  into  the  mast 
through  the  bottom  step,  and  these  would  be  fouled  by  a 
complete  turn,  it  is  customary  to  mount  the  hoist  on  a 
platform  at  the  bottom  of  the  mast  and  rotating  with  it, 
driven  by  a  pinion  meshing  with  a  large  gear  fixed  to  the 
foundation,  called  a  bull  gear.  The  weight  of  the  hoist 
may  be  utilized  to  partially  counterbalance  the  weight  of 
the  boom  and  load.  Also  called  full  swing  derrick. 
Page  801,  802. 

Derrick,  Gin  Pole.     A  pole  derrick  in  which  the  single 
pole  is  stepped  in  a  socket  at  the  bottom  to  allow  a  small 
amount  of  inclination  from  the  vertical  in  any  direction 
by  slacking  the  guys  securing  the  pole  top. 
Page  227. 


Derrick,  Guyed.  A  derrick  in  which  the  mast  is  held  in 
a  vertical  position  by  guy  lines,  generally  of  wire  rope, 
attached  to  a  fitting  at  its  top,  and  to  anchorages  in  the 
ground  distant  from  the  base  of  the  mast.  Three  such 
anchorages  are  absolutely  needed,  though  more  are  al 
ways  provided.  The  relative  proportions  of  height  of 
mast,  length  of  boom  and  length  of  guy;-  have  an  im 
portant  bearing  on  the  possibility  of  swinging  the  boom 
past  the  guys  at  certain  of  its  elevations. 

Guyed  derricks  are  always  fixed,  never  movable  or 
travelling. 

Page  219,  801-803. 

Derrick  Hoisting  Winch.  A  term  sometimes  applied  to 
a  two-drum  winch  to  which  has  been  added  a  boom  slew 
ing  gear,  fitting  it  especially  for  handling  a  derrick  with  a 
bull  wheel.  When  driven  by  a  steam  engine,  sometimes 
incorrectly  called  a  derrick  engine. 

Derrick,  Independent.  A  derrick  which  has  its  mast  so 
supported  that  it  is  independent  of  outside  stays  or  guys, 
a  derrick  having  a  self-sustaining  mast. 

Derrick,   Jinniwink.     A    special   type   of   light   A-frame 
derrick  designed  with  a  view  to  easy  portability,  for  con 
tractor's  and  similar  work. 
Page  223,  801-803. 

Derrick  Mast.  The  vertical  strut,  post  or  spar  forming 
part  of  a  derrick.  It  rests  at  its  base  or  heel  in  the  foot 
block  forming  part  of  the  derrick  bottom,  and  has  at  its 
top  a  gudgeon  or  pivot  which  is  held  in  place  by  guys  or 
stiff-legs,  thereby  holding  the  mast  in  a  vertical  position. 
It  is  built  of  wood  in  small  and  medium  sizes,  and  of 
steel  in  medium  and  large  sizes,  generally  of  four  angles 
with  lattice  bracing. 

Derrick,  Pole.  A  boomless  crane  or  hoisting  device 
with  a  very  limited  horizontal  motion  of  the  load,  and 
intended  mainly  for  hoisting  purposes.  It  consists  of  a 
pole  resting  on  a  cross-piece  at  its  base,  with  its  top  held 
in  place  by  guys,  a  sheave  for  the  hoisting  line  at  the  top 
of  the  pole,  and  a  hand-winch  attached  to  the  pole  near 
the  base.  The  horizontal  motion  is  given  by  slacking 
on  the  guys.  (See  also  Derrick,  Gin  Pole.) 
Page  227. 

Derrick,  Self-Slewing.  A  derrick  in  which  the  boom  is 
slewed  or  swung  about  a  vertical  axis  by  power,  through 
the  medium  of  slewing  lines  and  bull  wheel,  as  opposed 
to  one  in  which  hand-power  is  used  for  this  purpose. 

Also  a  full-circle  derrick  in  which  the  driving  unit  is 
mounted  on  a  platform  at  the  base  of  the  mast,  and  ro 
tates  with  it,  power  being  applied  to  a  stationary  bull 
gear  by  a  vertical  shaft  pinion  driven  from  the  hoisting 
winch  engine.  (See  Derrick,  Full-Circle  Stiff-Leg.) 

Derrick,  Ship.  A  derrick  especially  arranged  for  han 
dling  the  cargo  of  a  ship.  It  consists  of  two  booms  at 
tached  to  a  mast  by  goose-necks,  with  the  usual  operat 
ing  ropes  and  hoisting  machinery.  In  operation,  one  boom 
is  guyed  with  its  point  over  the  cargo  hatch,  and  the  other 
with  its  point  over  the  lighter  or  wharf  at  the  ship's  side. 
A  hoisting  rope  from  each  boom  is  attached  to  the  load, 
and  cby  proper  manipulation  of  the  hoisting  drums  is 
hoisted  from  the  hold,  swung  over  the  side,  and  lowered. 
(See  Cargo  Handling  Gear.) 

The  term  derrick  is  also  applied  on  shipboard  to  a  spar 
raised  on  end,  with  the  head  steadied  by  guys  and  the 
heel  by  lashings,  and  having  block  and  tackle  attached  to 
its  head  for  lifting  heavy  weights. 

Page  231. 
or   A-frame  type,   mounted   with   a  hoisting  winch  on  a 

Derrick,  Skid.     A  small  portable  derrick  of  the  stiff-leg 


58 


DER 


DEFINITION    SECTION 


DOL 


platform  resting  on  skids.  Its  capacity  is  very  limited, 
except  directly  in  front,  unless  temporary  guys  are  ar 
ranged. 

Page  227. 

Derrick,  Stiff-Leg.  A  derrick  in  which  the  mast  is  held 
in  a  vertical  position  by  two  slanting  struts  or  spars, 
called  stiff-legs,  or  back-legs,  attached  to  the  mast  cap  at 
one  end,  and  to  anchorages  in  the  ground  at  the  other, 
the  structure  resembling  a  tripod  with  one  vertical  leg 
(the  mast)  and  two  other  equal  slanting  legs  (the  back- 
legs),  having  their  bases  90  deg.  apart.  The  boom  swings 
about  the  vertical  axis  of  the  mast  through  an  angle  of 
somewhat  less  than  270  deg. 

For  a  portable  derrick,  the  fixed  anchorages  are  re 
placed  by  two  horizontal  sills  or  lie-legs,  attached  to  each 
other  at  the  base  of  the  mast  and  there  carrying  the  mast 
step,  and  extending  along  the  ground  to  the  basis  of  the 
stiff-legs,  and  secured  to  them.  The  sills  are  then  an 
chored  by  heavy  weights  placed  on  them. 

A  third  stiff-leg,  or  compression  member,  is  often 
placed  vertically  just  behind  the  mast  to  relieve  it  of  the 
compression  load  it  would  otherwise  carry. 

Four  stiff-legs  are  often  used,  especially  in  floating 
derricks.  (See  Derricks,  Floating.) 

Page  219,  801-803. 

Derrick,  Sulky.  A  portable  hoisting  device  consisting 
of  four  poles  mounted  on  two  wheels,  and  when  erected 
for  use.  forming  a  rectangular  pyramid  secured  by  bolts 
and  hinges  at  the  apex,  where  means  are  also  provided 
for  securing  block  and  tackle.  Two  of  the  poles  are 
rigidly  braced  to  each  other  by  crossbars,  the  lower  of 
which  bear  the  hoisting  drum  and  gearing  which  is  op 
erated  by  turning  two  large  wheels  at  the  ends  of  the 
shaft  by  hand.  The  other  two  legs  are  separately  hinged 
at  the  top. 

For  transportation,  the  framed  poles  are  tipped  over 
until  the  wheels  rest  on  the  ground,  and  the  two  inde 
pendent  poles  are  folded  down  on  the  others. 

Also  called  trench  derrick,  from  its  wide  use  over  a 
trench  for  lowering  pipe,  etc. 

Page  229. 

Derrick,  Tower.  A  stiff-leg  or  A-frame  derrick  mounted 
on  an  elevated  structure  in  order  to  obtain  high  lift  and 
large  clearance  under  the  boom.  The  structure  is  some 
times  triangular  in  plan,  with  vertical  corner  posts  under 
the  mast  and  each  of  the  two  stiff-leg  ends.  Sometimes 
it  is  square,  with  two  stiff-leg  derricks  mounted  on  di 
agonally  opposite  corners,  or  rectangular  with  two  stiff- 
leg  derricks  at  adjacent  corners,  the  stiff-legs  being  ar 
ranged  with  different  slopes  to  allow  of  their  crossing. 
Occasionally  three  separate  towers  are  built,  one  each 
under  the  mast  and  the  two  stiff-leg  ends. 

A  stiff-leg  derrick  has  also  been  mounted  on  an  ad 
justable  turntable  on  top  of  a  tower  in  such  a  way  that 
the  mast  could  be  brought  over  any  one  of  the  four  cor 
ners  of  the  tower  as  desired,  and  clamped  there,  the  mast 
being  swung  by  a  bull  wheel  as  usual.  The  rear  ends 
of  the  sills  are  clamped  down  to  the  tops  of  the  two  ad 
jacent  corner  posts. 

Also,  in  building  construction  in  locations  where  long 
guys  cannot  be  used,  a  well  braced  wooden  tower,  with 
short  iron  guys  to  heavily  loaded  extended  sills  at  the 
bottom,  is  used  to  support  one  or  more  derricks  at  the 
four  corners.  The  tower  is  lengthened  and  derricks 
moved  upward  as  the  building  progresses. 

Page  221,  801,  802. 


Derrick,  Traveling  Stiff-leg.  A  stiff-leg  derrick  which 
is  mounted  on  a  car  or  wheels.  One  type  is  carried  on 
two  widely  spaced  rails ;  one  sill  is  parallel  to  and  over 
one  rail,  and  carried  by  non-swiveling  track  wheels  at 
each  end,  and  the  other  sill  is  at  right  angles,  with  its 
far  end  carried  by  a  wheel  or  truck  on  the  other  rail.  A 
horizontal  diagonal  tie  keeps  the  sills  at  right  angles  and 
insures  rigidity,  and  the  remote  ends  of  the  sill  are  often 
weighted  with  boxes  of  earth  or  stone.  The  load  is  also 
sometimes  counterbalanced  by  counterweighting  the  bull- 
wheel  on  the  side  opposite  the  boom. 
(See  also  Derrick  Car.) 
Page  223,  802. 

Derrick,  Tripod.     A  hoisting  device  consisting  of  a  pole 
supixjrled  in  an  inclined  position  by  two  props,  having  a 
crab  on  the  pole  near  the  base,  and  a  sheave  at  its  top. 
Generally  portable,  and  used  for  small  work. 
Page  227. 

Deviation.  Of  rope  led  onto  a  sheave  or  drum.  The 
angle  between  the  center  of  the  rope  and  the  central  plane 
of  the  sheave  or  groove.  A  deviation  which  brings  the 
rope  barely  into  contact  with  the  slanting  side  of  the 
groove  is  not  objectionable;  more  will  wear  the  rope,  or 
may  cause  it  to  jump  the  groove. 
Also  called  deflection,  and  side  draft. 

De-water.  To  remove  the  water  from  by  draining,  as 
in  handling  material  which  has  been  washed  or  subjected 
to  other  wet  treatment. 

Diaphragm.  A  thin  division  wall,  generally  of  metal, 
serving  as  a  partition,  as  a  structural  stiffener,  or  for 
some  other  special  purpose. 

Diaphragm,  or  Diaphragm  Plate.  A  transverse  plate 
lilted  inside  of  a  box  section  steel  girder,  to  stiffen  the 
sides  and  prevent  buckling.  It  is  used  in  overhead  travel 
ling  crane  girders,  both  in  the  bridge  girders  and  in  the 
end  frame.  In  the  former  it  also  serves  to  stiffen  the 
top  plate  and  enable  it  to  carry  the  load  on  the  rail. 

Ditcher,  Railroad.  An  excavating  machine  designed 
especially  for  efficient  operation  in  cleaning  out  the  ditches 
along  the  right-of-way.  The  requirements  are  to  dig 
somewhat  below  the  track  level  and  close  to  the  ends  of 
the  ties;  to  deliver  the  excavated  material  to  cars  on  the 
same  or  adjoining  tracks;  and  to  have  the  power  of  self- 
propulsion  (unless  a  locomotive  can  be  spared  to  accom 
pany  the  ditcher). 
Page  239. 

Dock.  A  space  in  which  a  ship  rests  while  loading  or 
unloading,  undergoing  repairs,  etc.  It  may  be  simply  the 
space  between  two  piers  projecting  into  the  harbor,  or  it 
may  be  a  partially  or  entirely  closed  basin  with  wharves 
along  the  sides. 

Also  used  as  an  abbreviation  of  dry-dock. 
(See  also  wharf.) 

Dock  Leg.     See  Elevator,  Marine  Leg. 

Dog.  A  piece  of  metal  used  in  conjunction  with  a 
larger  body  to  act  as  a  clamp.  A  part  of  a  clamp. 

Also,  a  steel  rod  with  two  ends  pointed  and  bent  up  at 
right  angles  to  hold  together  logs  or  timbers  by  driving 
one  leg  into  each  of  them. 

Also  a  single  pointed  steel  piece  with  a  ring  or  chain 
attached,  for  handling  floating  timbers. 

Dolley.  A  small  single-wheel  truck  used  in  transport 
ing  moderately  heavy  bodies  for  short  distances.  It  con 
sists  of  a  heavy  rectangular  frame,  generally  of  wood,  on 
the  underside  of  which  are  secured  bearings  carrying  the 
shaft  of  a  wide  faced  wheel  or  roller.  The  object  to  be 


DOW 


MATERIAL    HANDLING    CYCLOPEDIA 


DRA 


moved  is  placed  with  its  center  over  the  roller,  or  two 
dolleys  are  used,  one  at  each  end  of  the  object. 
Downhaul  Ball.  In  hoists,  a  heavy  weight  interposed 
between  the  hook  and  lifting  block,  or  built  into  the  lift 
ing  block  to  furnish  sufficient  pull  to  make  the  hoist  or 
tackle  overhaul  when  it  is  desired  to  lower  without  load. 
Drag  Line  Excavator.  An  excavating  machine  consist 
ing  of  a  drag  scraper  or  a  scraper  bucket  operated  by  a 
crane,  derrick,  slack-rope  cableway  or  other  similar  ap 
paratus. 

When  used  with  a  crane  or  derrick,  the  bucket  is  han 
dled  by  two  ropes ;  one  of  these,  the  hoisting  rope,  leads 
over  a  sheave  at  the  boom  point  and  thence  to  a  winch 
drum.  The  pulling  or  drag  rope  from  the  bucket  leads 
directly  to  another  drum  on  the  winch.  The  bucket  is 
dragged  along  the  ground  toward  the  winch  by  the  pull 
ing  rope,  and  fills,  owing  to  its  shape  and  method  of  at 
tachment  to  the  pulling  bridle.  (See  Drag  Line  Scraper 
Bucket).  When  full  it  is  raised  from  the  ground  by  the 
hoisting  rope,  swung  to  the  point  desired,  dumped,  re 
turned,  lowered  to  the  ground,  and  is  ready  for  another 
trip. 

The  pull  is  generally  toward  the  winch,  and  digging 
can  be  done  to  the  maximum  radius  of  the  boom.  This 
can  be  increased  slightly  by  giving  the  bucket  a  swing  be 
fore  dropping  it  to  the  ground.  Side  cutting  can  also  be 
done,  the  pulling  rope  leading  from  the  bucket  to  the 
boom  at  right  angles  to  the  latter,  and  pulling  the  bucket 
by  slewing  the  boom  or  winching  in  the  drag  rope. 

Machines  resembling  locomotive  cranes  with  very  long 
booms  and  two  drum  winding  engines  have  been  devel 
oped  especially  for  operating  dragline  buckets.  They  are 
mounted  on  wheels  requiring  track,  on  skids  and  rollers, 
or  on  track-laying  tractors. 

Drag  line  excavators  may  dig  from  the  side  of  the  cut, 
progressing  sidewise  along  it,  or  from  the  end,  retreating 
backward  as  the  excavation  is  dug.  The  latter  method  al 
lows  deeper  digging,  but  it  is  less  easy  to  give  a  regular 
form  to  the  excavation. 

( See  also  Excavator,  Slack-rope  Cableway ;  Drag  Line 
Scraper.) 

Page  239,  801,  817. 

Drag-line  Excavator  Winch.  A  two-drum  winch  used 
in  connection  with  a  derrick,  crane,  cableway  or  special 
handling  rig,  for  handling  the  pulling  and  hoisting  ropes 
of  a  drag  scraper  bucket.  A  third  drum  is  added  if  a 
boom  having  a  variable  inclination  is  used.  The  drum 
carrying  the  drag-rope  is  usually  geared  to  run  more 
slowly  and  furnish  a  greater  pull  than  the  hoisting  drum, 
which  should  be  able  to  return  the  bucket  quickly.  These 
winches  are  usually  of  the  friction  drum  band  brake 
type,  driven  by  gearing  from  a  double  cylinder  steam 
engine.  Owing  to  the  large  power  and  steady  service 
required,  hydraulically  operated  band  friction  clutches 
and  water  cooled  brakes  are  sometimes  used.  Sometimes 
called  an  excavator  engine. 

Drag  Line  Scraper.  A  scoop-shaped  implement  used 
for  moving  bulk  material  by  a  scraping  action.  It  is  at 
tached  to  a  line  led  to  a  winch,  and  is  dragged  over  the 
material  to  be  moved,  heaping  it  up  in  front  and  sliding 
it  along  partly  in  the  scoop  and  partly  on  the  surface  of 
the  material  in  front.  It  is  returned  by  a  line  attached 
to  its  rear  side,  which  also  dumps  it  when  pulled.  Used 
for  excavating,  also  in  connection  with  storing  and  re 
claiming  coal  in  bulk  in  storage  piles.  Also  called  drag 
scraper  scoop ;  drag  scraper. 
Page  817,  833. 

60 


Drag  Line  Scraper  Bucket.  A  bucket  used  for  handling 
bulk  material;  digging  it  by  a  dragging  and  scraping 
action,  moving  it  and  dumping  it  where  desired.  It  is 
generally  used  in  combination  with  a  crane,  derrick  (see 
Drag  Line  Excavator)  or  cableway  excavator  (see  Ex 
cavator,  Slack-rope  Cableway). 

The  bucket  consists  of  an  adequately  braced  steel 
shell  or  bowl  of  somewhat  rectangular  form,  open  at  the 
front  and  sometimes  at  the  top  in  addition.  It  has  a 
cutting  edge  on  the  bottom,  sometimes  with  teeth,  and  is 
pulled  along  the  ground  by  a  pulling  rope  attached  to  a 
fixed  or  hinged  bail  or  by  a  chain  pulling  bridle  attached 
to  pulling  lugs.  Another  rigid  or  hinged  bail,  or  chain 
hoisting  bridle,  at  the  top,  is  connected  to  a  hoisting 
rope. 

Front  dumping  is  generally  accomplished  by  manipu 
lation  of  the  pulling  and  hoisting  ropes,  which  are  led 
to  different  drums  on  the  winch.  For  rear  dumping,  a 
rear  gate,  hinged  at  the  top,  swings  out  when  a  latch 
is  released  by  a  trip  rope  or  by  running  the  traveller 
carrying  the  bucket  (in  cableways)  against  a  stop  which 
releases  the  latch.  In  another  rear  dumping  construction, 
the  hoisting  bail  is  attached  to  the  rear  gate,  which  re 
mains  over  the  end  of  the  bowl  as  long  as  tension  is  kept 
on  both  ropes.  When  the  pulling  rope  is  slackened,  the 
bowl  tilts  down  away  from  the  rear  gate,  dumping  its 
contents. 

A  back  dumping  bucket  should  have  a  slight  flare 
toward  the  rear,  and  a  front  dumping  bucket  the  re 
verse,  to  allow  clean  dumping. 

Page  817,  833. 
Drag    Line    Scraper    Bucket,    Front    Dumping,    Back 

Dumping.  See  Drag  Line  Scraper  Bucket. 
Drag  Line  Scraper  Bucket,  Side  Cutting.  A  drag  line 
scraper  bucket  which  is  arranged  to  be  dragged  at  right 
angles  to  a  derrick  boom  during  the  filling  operation. 
By  proper  shortening  of  one  of  the  pulling  bridles,  the 
bucket  may  be  made  to  travel  in  a  slightly  diagonal 
direction,  thus  increasing  the  radius  of  digging.  (See 
also  Drag  Line  Excavator.)  Sometimes  called  a  shovel 
bucket. 

Drag-rope.  In  drag  bucket  installations,  the  rope  which 
pulls  the  bucket  or  scraper  along  over  or  through  the 
material.  (See  Excavator;  Drag  Line  Excavator,  Slack- 
rope  Cableway.)  As  this  rope  gets  very  rough  treat 
ment,  it  must  be  of  the  very  best  material  and  have  ample 
margin  of  strength. 

Drag  Scraper.  A  horse-drawn,  scoop-shaped  pan  made 
of  one  piece  of  stamped  steel  and  used  for  light  ex 
cavating.  It  has  handles  at  the  rear  and  a  pulling  bridle 
at  the  front  for  attaching  a  team  of  horses.  The  scraper 
is  made  to  dig  by  lifting  on  the  handles  by  hand;  when 
the  scraper  is  full  they  are  dropped  and  the  scraper 
rides  on  the  smooth  bottom  to  the  dumping  point.  Here 
a  large  lift  of  the  handles  causes  the  cutting  edge  to  dig 
in  sharply  and  turn  the  scraper  over. 

Draw-bar.  A  bar  by  which  a  locomotive  draws  a  car 
behind  it,  or  a  tractor  its  trailer;  also  a  similar  bar 
used  between  two  cars  or  two  trailers. 

Drawbar  Pull.  The  pull  exerted  by  a  self-propelled 
vehicle  in  drawing  or  trying  to  draw  a  load  behind  it. 
Ideally  it  is  equal  to  the  tractive  effort,  but  practically 
is  always  less  on  account  of  certain  resistances  cf  the 
vehicle  itself. 

Drawing,  Cold.  The  process  of  drawing  metal  bars  of 
various  shapes  through  dies  while  cold,  in  order  to 
improve  the  finish,  the  quality  of  the  surface  metal,  or 


ORE 


DEFINITION    SECTION 


DRE 


to  size  the  bar  very  accurately.     (Sometimes  erroneously 
called   fold    Rolling.) 

Dredge.  A  machine  for  excavating  material  at  the  bot 
tom  of  a  body  of  water,  raising  it  to  the  top  and  dis 
charging  it  on  the  bank,  or  into  a  scow  for  removal 
to  a  distant  point.  Dredges  may  be  classified  as  floating 
dredges  which  are  mounted  on  a  scow  or  other  floating 
craft,  or  land  dredges  which  travel  on  land  but  are 
used  for  excavating  beneath  the  level  on  which  they  stand, 
and  generally  beneath  water.  Floating  dredges  may  be 
classed  as  grapple  dredges,  in  which  the  digging  element 
is  a  grab  bucket  operated  by  ropes;  dipper  dredges  in 
which  the  digging  element  is  a  bottom  dumping  bucket 
mounted  on  the  end  of  a  long  handle  or  boom;  ladder 
dredges  in  which  the  digging  element  is  an  endless 
chain  bucket  elevator  extending  down  into  the  water  on 
a  frame  or  ladder ;  and  suction  dredges  in  which  the 
excavated  material  mixed  with  water  is  drawn  into  a 
centrifugal  pump  through  an  intake  pipe  reaching  down 
to  the  bottom  and  discharged  onto  the  bank  or  into  a 
scow. 

Land  dredges  are  classified  as  track,  skid,  or  roller,  track- 
laying  or  walking,  according  to  the  method  of  moving 
them,  and  as  grapple,  dipper,  or  drag  line  scraper  bucket 
according  to  the  method  of  digging  the  underwater  ma 
terial. 

Land  dredges  are  also  often  called  excavators,  even 
where  they  remove  material  from  beneath  water. 

Page  241.  801. 

Dredge,  Dipper.  A  floating  dredge  in  which  the  dig 
ging  element  consists  of  a  dipper  mounted  on  a  handle, 
and  operated  frcm  a  boom  which  may  be  swung  about  a 
vertical  axis,  the  whole  being  mounted  on  the  front  end 
of  a  scow.  Except  that  it  has  a  longer  boom  and  dipper 
handle,  and  a  higher  A-frame,  it  is  substantially  the  same 
as  a  steam  shovel,  and  its  method  of  operation  is  there 
described.  (See  Shovel,  Steam.)  The  scow  is  usually 
not  self-propelled,  and  deposits  the  soil  on  banks  beside 
the  body  of  water  being  dredged,  or  into  bottom  dumping 
hopper  scows  for  dumping  elsewhere. 

The  scow  is  moved  slowly  forward  during  dredging 
by  the  aid  of  lines  fastened  to  anchors  on  the  shore  or  on 
the  bottom.  It  is  held  in  place  against  the  thrust  exerted 
by  the  dipper  while  tilling,  by  four  spuds.  (See  Spuds.) 
By  having  two  or  more  slanting  spuds  in  addition,  the 
dredge  may  be  moved  slowly  forward  without  the  use 
of  any  lines  whatever. 

Page  241,  801. 

Dredge,  Elevator.  A  dredge  which  removes  material 
from  the  bottom  of  a  body  of  water  and  delivers  it  to  a 
discharge  hopper  or  other  desired  point  by  a  series  of 
scraper  buckets  attached  to  a  chain,  and  passing  around 
a  vertical  frame  or  ladder  with  tumblers  at  each  end, 
and  driven  by  the  upper  tumbler.  The  material  is 
scooped  up  while  the  buckets  are  passing  around  the 
bottom  tumbler  and  is  dumped  as  they  pass  over  the  top 
one.  It  is  capable  of  digging  to  considerable  depths  and 
in  fairly  hard  material,  and  is  used  to  some  extent  for 
deepening  channels,  and  rather  generally  for  gold  dredg 
ing.  It  is  also  widely  used  for  procuring  sand  and  gravel 
from  submerged  banks,  to  be  used  for  building  purposes. 
The  buckets  dump  into  a  screening  mechanism,  and  the 
sand,  gravel  and  boulders  are  separated,  the  last  being 
dumped  overboard  to  the  rear  if  not  desired. 

Also  called  placer  dredge,  ladder  dredge,  and  chain  and 
bucket  dredge. 

Page  245. 


Dredge  Engine.  The  engine — steam  or  internal  com 
bustion — which  drives  the  machinery  of  a  dredge.  Steam 
engines  are  in  more  general  use,  and  are  usually  of  the 
double  reversing  type,  connected  by  gearing  to  one  or 
more'  shafts  on  which  the  operating  drums  are  placed. 

The  term  is  also  often  applied  to  the  engine  and  all 
operating  machinery  driven  by  it,  including  drums, 
shafts,  clutches,  brakes  and  operating  gear. 
Dredge,  Grapple.  A  dredge  in  which  the  digging  ele 
ment  is  a  grab  bucket  of  the  clam  shell  or  orange  peel 
type.  (See  Bucket,  Grab.)  The  operating  machinery  is 
described  under  Kxcavator,  Grab  Bucket.  The  grapple  is 
used  extensively  on  both  land  and  floating  dredges. 
Dredge,  Gravity  Swing.  A  grapple  dredge  in  which  the 
relative  location  of  the  swing  circle  and  topping  lift  is 
such  that  the  boom  tends  to  swing  to  one  side.  It  is 
allowed  to  swing  thus  after  the  bucket  has  been  filled  and 
hoisted;  alter  dumping  it  is  pulled  back  by  a  rope  wound 
on  a  drum  on  the  winch,  or  by  a  counterweight  on  a 
holding  drum,  the  weight  of  which  is  sufficient  to  over 
come  the  side  pull  of  the  empty  bucket,  but  not  that  of 
the  full  bucket. 

Dredge,  Hydraulic.  A  machine  for  excavating  mate 
rial  from  river  channels,  harbors,  etc.,  widening  and 
deepening  them,  by  drawing  it  into  a  centrifugal  pump 
through  a  suction  pipe  having  its  end  thrust  into  the 
material.  Soft  material  will  be  removed  without  agita 
tion,  or  with  only  that  produced  by  water  jets,  but  tougher 
substances  must  be  acted  upon  by  an  agitator  which  usu 
ally  takes  the  form  of  a  rotating  head  with  cutting  blades 
surrounding  the  orifice  in  the  suction  pipe  end.  The 
suction  pipe  is  pivoted  on  a  horizontal  axis  at  the  bow 
of  the  scow. 

The  discharge  of  the  pump  is  led  ashore  by  a  flexible 
line  of  piping  which  may  extend  as  far  as  a  couple  of 
miles,  or  is  led  into  bottom  dumping  scows,  to  l>e  carried 
to  a  suitable  dumping  point. 

In  large  bodies  of  water  the  dredge  is  swung  from 
side  to  side  and  advanced  slowly  at  each  sweep,  by  the 
manipulation  of  spuds  and  guiding  ropes.  In  narrow 
canals  the  suction  pipe  itself  is  swung  from  side  to  side 
while  the  dredge  is  moved  slowly  forward. 

A  hydraulic  dredge  is  also  often  used  for  supplying 
sand  and  gravel  from  submerged  banks  for  building  pur 
poses,  and  is  usually  called  a  sand  sucker.  The  pump  de 
livers  the  material  to  screening  machinery,  and  the  sand, 
gravel  and  boulders  are  separated,  the  last  being  deposited 
to  the  rear  if  not  desired. 

Page  245. 

Dredge,  Land.  An  excavating  machine  which  is  moved 
along  on  dry  land,  but  does  its  excavating  under  the 
water  which  it  spans,  or  along  the  side  of  which  it  runs. 
(See  Dredge.)  When  it  does  dry  excavating  it  is  usu 
ally  called  an  excavator. 

Dredge,  Rehandling.  A  floating  dredge  which  takes  the 
discharge  from  sea-going  hopper  dredges  and  pumps  it 
ashore.  This  system  is  used  where  it  is  impossible  or 
uneconomical  for  the  hopper  dredge  to  go  to  sea  to 
dump,  and  where  it  is  not  possible  to  pump  the  material 
ashore  at  once  from  the  dredge  on  account  of  rough 
water  or  for  other  reasons. 

Dredge,  Scraper.     See  Drag   Line  Scraper  Bucket. 

Dredge,  Sea-going  Hopper.  A  self-propelled  hydraulic 
dredge  which  delivers  the  excavated  material  to  bottom 
dumping  hoppers  within  its  own  hull,  and  carries  it  to 
the  dumping  ground  in  deep  water  or  elsewhere  by  its 
own  propelling  machinery.  These  dredges  usually  have 


61 


ORE 


MATERIAL    HANDLING    CYCLOPEDIA 


DRU 


the  suction  pipe  alongside  the  ship,  pivoted  at  a  point  ap 
proximately  amidships,  and  trailing  to  the  rear. 

Dredge,  Suction.     See  Dredge,  Hydraulic. 

Dredge   Swing   Circle.     Sec  Swing   Circle. 

Dredge,  Track  Type  Land.  A  land  dredge  which  is 
supported  by  flanged  wheels  running  on  rails.  The  sec 
tions  of  rails  may  be  moved  forward  after  the  dredge  has 
passed  over  them,  by  the  machine  itself,  or  by  outside 
means.  The  dredge  may  be  hauled  forward  by  ropes 
attached  to  clcadmen  set  in  advance  of  the  machine,  or  to 
the  ends  of  the  rail  sections  on  which  it  is  supported. 

Dredge,  Walking  Land.  A  land  dredge  or  excavator 
which  is  built  on  a  deck  or  platform  spanning  the  ditch 
to  be  excavated,  and  which  is  supported  on  six  skids  in 
such  a  way  that  it  may  be  propelled  forward  by  their 
proper  manipulation.  There  is  one  skid  at  each  corner 
of  the  dredge  platform  which  may  be  moved  up  or  down. 
Other  larger  movable  skids,  called  walking  skids,  on 
each  side  between  the  front  and  rear  corner  skids,  are 
also  capable  of  being  raised  or  forced  down,  and  of  being 
moved  along  from  front  to  back  or  the  reverse.  In  op 
eration,  the  walking  skids  are  moved  forward  and  forced 
downward  until  they  take  a  considerable  portion  of  the 
weight  of  the  platform  which  is  then  pulled  forward  by 
rope  tackle  attached  to  the  walking  skids  and  handled 
by  the  winch.  The  walking  skids  are  now  relieved  of 
the  weight,  which  is  transferred  to  the  corner  skids,  and 
the  dredge  is  moved  forward,  after  which  the  cycle  is 
repeated  as  many  limes  as  may  be  necessary. 

This  method  of  propulsion  enables  the  machine  to  pass 
over  land  which  is  too  soft  for  most  other  types  of  ex 
cavating  machinery,  and  in  addition  saves  the  cost  of 
tracks. 

Drier,  Sand.  An  arrangement  used  for  drying  sand, 
generally  for  purposes  where  it  is  required  to  flow  freely, 
as  in  the  sandboxes  of  locomotives.  One  type  consists 
of  a  hopper  made  of  a  continuous  coil  of  steam  pipe,  with 
small  spaces  between  adjacent  coils;  the  wet  sand  will 
not  pass  through  the  spaces,  but  as  soon  as  it  becomes 
dried,  it  runs  out  and  falls  to  a  collecting  hopper,  and 
its  place  it  taken  by  fresh  wet  sand. 

Drift.  The  term  applied  to  the  continued  movements  of 
crane  or  other  machinery,  due  to  inertia,  after  shutting 
off  the  power.  Friction  tends  to  bring  the  parts  to  rest, 
and  drifting  docs  no  harm  if  fully  under  the  control  of 
the  operator  by  brakes  which  can  be  applied  if  needed. 
Rapid  action,  however,  generally  requires  the  use  of 
brakes  and  the  elimination  of  the  period  of  drifting. 

Drum.  The  cylinder  or  barrel  on  which  is  wound  the 
chain  or  rope  used  for  raising  a  load  or  performing  other 
operations  with  hoisting  and  haulage  machinery.  For 
very  light  work  it  may  be  made  of  wood,  but  cast  iron 
is  used  almost  universally,  cast  steel  occasionally. 

Two  arrangements  are  in  common  use,  called  the  tight 
drum,  and  the  loose  or  clutch  drum.  The  tight  drum  is 
keyed  to  its  shaft,  which  turns  in  fixed  bearings  in  the 
frames.  The  gear  through  which  motion  is  transmitted 
to  the  drum  is  best  shrunk  and  keyed  to  a  seat  in  one 
end  of  the  drum  surface,  though  it  may  be  bolted  against 
an  end,  or  simply  keyed  to  the  drum  shaft.  In  the  clutch 
drum  construction,  the  drum  turns  on  the  shaft,  being 
bronze  bushed  at  its  ends,  and  one  of  the  clutch  elements 
is  formed  in  the  end  face  of  the  drum  or  is  attached  to  it, 
the  other  corresponding  element  being  on  the  side  of  the 
drum  gear.  A  seat  in  the  circumference  of  the  drum 
provides  for  a  band  brake  to  control  during  lowering. 
If  a  jaw  clutch  is  used,  the  drum  is  called  a  clutch  drum; 


if  a  friction  clutch,  it  is  called  a  clutch  drum,  a  friction 
clutch  drum,  or  generally  simply  a  friction  drum. 

The  surface  of  the  drum  is  always  smooth  for  hemp 
or  manila  rope,  and  may  be  smooth  for  wire  rope  or 
chain  though  generally  scored.  (See  Score,  Drum.)  The 
drum  diameter  is  from  20  to  30  times  the  diameter  of 
the  wire  rope  used. 

A  single  load  is  generally  lifted  on  one  drum,  though 
two  drums  are  sometimes  used.  (See  Crane,  Ladle.) 
For  overhead  cranes  having  a  very  high  lift,  or  where, 
owing  to  the  method  of  reeving  the  rope,  a  large  amount 
must  be  wound  on  the  drum,  making  it  very  long,  the 
drum  is  often  arranged  parallel  to  the  bridge,  in  which 
position  the  length  is  unlimited.  This  position  is  also 
sometimes  required  in  order  to  have  a  clamshell  bucket 
open  in  the  desired  relation  to  the  bridge.  With  the 
drum  parallel  to  the  bridge,  the  bucket  usually  opens  at 
right  angles  to  the  bridge,  and  vice  versa. 
Also  called  barrel. 

Drum,  Backing.  On  a  power  shovel,  a  special  drum  on 
the  winch  used  for  pulling  the  dipper  back  of  the  vertical 
lor  starting  a  cut  clcse  to  the  car.  It  is  used  on  ma 
chines  intended  for  railroad  ditching  work ;  dipper 
dredges  are  also  thus  provided. 

Drum,  Cable.  A  special  light  drum  on  a  crane  used  to 
keep  up  the  slack  in  leads  to  a  lifting  magnet  or  a  motor 
operated  bucket.  It  usually  consists  of  a  small  drum 
made  of  non-conducting  material  geared  to  the  main 
hoisting  drum  in  the  proper  ratio,  and  supplied  with 
sliding  contacts  or  slip  rings  to  lead  the  current  to  the 
cable  wound  on  it.  The  cable  is  generally  extra-flexible, 
and  should  be  wound  in  a  single  layer  only.  Occasionally 
the  drum  is  wound  up  by  a  large  spring,  or  a  smaller 
spring  is  used  in  connection  with  the  geared  drive,  to 
provide  some  elasticity  in  case  the  cable  catches  or  runs 
over  onto  the  part  already  wound.  Also  called  an  auto 
matic  take-up  drum  and  retriever  drum. 

Drum,  Chain.  A  drum  on  which  the  load  chain  is 
wound,  for  hoisting  purposes.  (See  Score,  Drum.) 
The  drum  diameter  should  be  25  to  30  times  the  diameter 
of  the  stock  from  which  the  chain  is  made. 

Drum,  Counterweight.     See   Drum,   Holding. 

Drum,  Differential.  A  hoisting  device  in  which  two 
drums  of  different  diameters  keyed  to  the  same  shaft 
have  fastened  to  them  and  wound  on  them  in  opposite 
directions,  the  two  ends  of  a  rope.  The  load  block  hangs 
in  the  loop  of  the  rope.  The  load  will  travel  up  or  down 
as  the  rope  is  wound  onto  or  off  the  large  drum.  The 
same  principle  is  utilized  in  the  differential  chain  block. 

Drum,  Drag.  A  winding  drum  operating  the  drag-rope 
of  a  drag  line  scraper  bucket. 

Drum,  Friction.  A  winding  drum  which  is  driven  from 
its  shaft  by  a  friction  clutch.  The  clutch  is  generally 
of  the  cone  type,  with  wedge  shaped  blocks  of  wood  or 
bronze  fastened  in  a  circle  to  one  of  the  parts  (usually 
the  drum  gear  keyed  to  the  shaft)  and  is  capable  of 
being  forced  axially  into  a  corresponding  groove  in  the 
other  part  (usually  the  drum),  the  resulting  friction  being 
sufficient  to  make  them  revolve  together.  When  "out," 
the  drum  is  free  to  turn  unless  retarded  by  a  band 
brake.  A  ratchet  and  wheel  are  also  supplied  to  hold 
the  load  independently  of  the  brake ;  the  ratchet  must  be 
thrown  out  of  action  when  lowering  by  the  brake. 

The  clutch  is  operated  by  pressure  on  a  friction  hand 
lever  which  turns  a  friction  thrust-screw  passing  through 
a  nut  in  a  thrust  screw  yoke.  The  inner  end  of  this 
screw  bears  against  the  outer  end  of  a  friction  thrust 
pin  fitting  in  an  axial  hole  in  the  shaft,  and  the  inner 


62 


DKU 


DEFINITION    SECTION 


DRU 


end  of  this  pin  exerts  a  pressure  against  a  cross-key 
whose  outer  ends  rest  in  grooves  in  a  loose  thrust  collar 
at  the  outer  end  of  the  drum  hub  bearing,  thereby 
forcing  it  along  the  shaft,  and  bringing  the  conical  clutch 
surfaces  at  the  other  end  of  the  drum  into  engagement. 

Another  type  of  clutch  has  a  band  carried  by  the  gear 
which  may  be  tightened  around  a  seat  on  the  drum  when 
desired  by  levers  operated  by  a  cam  turning  on  the  shaft. 
Or  the  band  may  be  tightened  by  water  or  steam  pressure 
transmitted  through  the  hollow  shaft  to  a  cylinder 
mounted  on  a  web  or  arms  of  the  gear,  with  its  piston 
rod  connected  to  the  ends  of  the  band  by  levers  keyed 
to  crank  pins  passing  through  the  gear  rim.  The  move 
ment  of  the  piston  is  controlled  by  a  small  slide  valve 
bolted  to  the  machinery  frame  and  connected  to  the 
operator's  hand  lever.  This  device  is  much  used  for 
winches  performing  heavy  service,  as  in  dredges,  shovels, 
and  drag  buckets. 

Where  operation  is  continuous  and  lowering  is  rapid, 
special  provision  is  made  for  air  cooling,  and  sometimes 
water  cooling  is  adopted.  This  is  true  in  the  operation 
of  twin  drum  winches  for  coal  unloading  towers  using 
grab  buckets,  where  the  empty  bucket  is  lowered  on  the 
clutch,  there  being  no  brake  except  a  relatively  small  one 
to  keep  the  engine  crank  shaft  (or  motor  shafting)  from 
turning. 
Band  clutches  produce  no  end  thrust 

Drum,  Friction  Geared.  A  winding  drum  which  is 
rotated  by  friction  gearing.  (See  Gearing,  Friction; 
Winch,  Friction  Geared.) 

Drum  Gear.  The  large  gear  through  which  a  winding 
drum  on  a  hoisting  or  hauling  machine  is  driven.  The 
gear  may  be  keyed  to  the  same  shaft  as  the  drum,  bolted 
to  the  end  of  it,  or  forced  onto  a  seat  on  its  circumfer 
ence,  remaining  always  fixed  to  it  and  driven  by  a  pinion. 
In  another  construction  it  is  keyed  to  the  drum  shaft  and 
capable  of  connection  with  the  loose  drum  by  engaging 
a  clutch  which  has  one  portion  each  on  the  drum  and  the 
gear.  (See  Drum;  Drum,  Friction.) 

Drum,  Gravity  Plane.  A  brake  controlled  drum  used 
for  simultaneously  lowering  a  loaded  car  and  raising  an 
empty  one  on  a  gravity  plane.  Two  separate  ropes  are 
used,  one  coiled  in  each  compartment  of  the  two-com 
partment  drum,  with  one  end  attached  to  the  drum  and 
the  other  to  one  of  the  cars,  the  winding  being  done  in 
opposite  directions.  A  band  brake  controls  the  motion 
of  the  drum  overhauling  under  the  weight  of  the  load  in 
the  loaded  car.  (See  Sheave,  Gravity  Plane.) 

Drum  Hoist.  Any  hoist  which  exerts  the  pull  on  the 
hoisting  rope  by  winding  it  on  a  drum,  as  distinguished 
from  chain  hoists,  screw  hoists,  air  cylinder  hoists,  etc. 
(See  Drum;  Winch;  Trolley.) 

Drum,  Holding.  An  auxiliary  drum  often  used  to  en 
able  a  two-rope  grab  bucket  to  be  operated  by  a  single- 
drum  winch.  It  consists  of  a  two-compartment  drum 
mounted  on  a  special  independent  base,  and  running  free 
except  when  held  by  a  band  brake.  The  holding  rope 
from  the  bucket  is  wound  in  one  compartment,  and  one 
end  of  a  light  counterweight  rope  is  wound  oppositely  in 
the  other  compartment.  The  counterweight  is  located  at 
any  convenient  place,  such  as  the  derrick  mast  or  the 
side  of  the  locomotive  crane.  While  the  winch  is  hoist 
ing  the  bucket  by  the  closing  rope,  the  counterweight 
lowers,  furnishing  just  enough  pull  to  keep  the  holding 
rope  tight.  When  hoisting  is  stopped  and  the  brake  is 
applied  to  the  holding  drum,  lowering  of  the  closing  rope 
will  allow  the  bucket  to  open  and  dump,  leaving  it  sus 
pended  on  the  holding  rope.  The  bucket  is  then  lowered, 


open,  by  releasing  the  holding  drum  brake.     Also  called 
counterweight   drum,  trip   drum. 

Drum  Lagging.  Wooden  strips  which  may  be  bolted 
between  the  end  flanges  of  a  winding  drum  to  increase  its 
diameter  and  increase  the  speed  of  hoisting,  with,  of 
course,  a  corresponding  decrease  in  the  pull  which  may 
be  exerted.  They  may  lie  on  the  original  surface  of  the 
drum,  or  may  be  considerably  above  it,  and  be  held  in 
position  by  bolts  through  the  flanges. 

Drum,  Lowering.  A  rope  drum  with  a  friction  brake 
on  one  end  controlling  motion  in  either  direction.  Two 
ropes  are  wound  in  opposite  directions  on  the  drum ; 
while  a  load  is  being  lowered  on  one  of  them,  the  other 
is  being  wound  up  in  readiness  for  the  next  descent. 
Used  for  lowering  of  sacks  and  similar  packages,  and 
sometimes  called  a  sack  lowering  winch. 
Drum,  Mine  Hoist.  The  drum  on  a  winding  machine 
used  for  hoisting  purposes  in  a  mine  shaft.  These  drums 
are  driven  by  steam  engines  or  electric  motors  and  are 
characterized  by  their  large  diameter  and  large  capacity 
for  rope  (on  account  of  the  great  shaft  depths).  Two 
cars  or  cages  are  nearly  always  arranged  to  counter 
balance  each  other  so  that  the  material  raised  is  the  only 
weight  to  be  lifted.  Sometimes  one  drum  is  keyed  di 
rectly  to  its  shaft,  and  the  other  is  provided  with  a  worm 
adjustment  by  which  the  level  of  the  two  cages  may  be 
adjusted,  and  by  which  stretch  may  be  taken  up. 

As  speed  of  hauling  is  important,  winding  speeds  are 
high,  and  acceleration  and  retardation  at  the  beginning 
and  end  of  the  trip  are  important.  These  can  be  ob 
tained  by  suitable  handling  of  the  motive  power,  but  as 
good  economy  of  power  requires  as  uniform  a  load  as 
possible,  the  winding  drums  are  often  made  conical  or 
cylindro-conical,  with  hoisting  starting  slowly  on  a  small 
diameter,  and  accelerating  rapidly  as  the  rope  winds  on 
the  grooves  of  increasing  diameter.  Furthermore,  if  the 
winding  diameter  at  the  start  of  hoisting  is  small  enough, 
the  loaded  car  being  hoisted  will  be  completely  counter 
balanced  by  the  empty  car  unwinding  rope  from  the  large 
diameter,  so  that  the  full  power  of  the  engine  can  be 
devoted  to  accelerating  the  cars.  Deceleration  at  the  top 
is  accomplished  by  gravity,  aided  by  slight  braking  if 
necessary. 

Another  consideration  which  leads  to  drums  of  slight 
conicity  is  that  of  equalizing  the  shaft  torque.  As  the 
load  ascends,  less  and  less  rope  has  to  be  lifted  with  the 
car,  and  the  drum  diameter  and  consequently  the  hoisting 
speed  can  be  slowly  increased  without  increasing  the 
load  or  speed  of  the  engine. 

Separate  drums  on  the  same  shaft  are  sometimes  used 
for  winding  the  two  ropes  of  a  two-car  counterbalanced 
system.  In  some  cases  one  drum  is  used,  sufficiently  long 
so  that  each  rope  winds  in  its  own  end  of  the  scoring; 
in  others  a  shorter  drum  is  used  with  only  a  few  empty 
grooves  between  the  two  ropes,  one  winding  into  the 
score  shortly  after  the  other  has  unwound  from  it.  Mine 
hoist  drums  are  often  provided  with  scoring  for  consid 
erable  spare  rope,  to  allow  for  future  increase  in  shaft 
depth. 

Drum,  Outboard.  A  winding  drum  mounted  separately 
from  the  rest  of  the  drums  in  a  winch  and  driven  either 
separately  or  by  gearing  from  the  engine  driving  the 
main  winch.  It  is  generally  located  to  one  side,  though 
sometimes  in  line  with  one  of  the  other  drums,  and  is 
so  placed  for  convenience  in  leading  the  lines,  or  because 
it  is  temporarily  added  to  the  main  winch  to  obtain  an 
extra  drum. 


DRU 


MATERIAL    HANDLING    CYCLOPEDIA 


ELE 


Drum,  Peaking.  A  term  sometimes  applied  to  the  drum 
of  a  crane  or  derrick  winch  which  handles  the  boom  hoist 
or  topping  lift. 

Drum,  Storage  or  Cable  Storage.  A  winding  drum 
\v  hich  ha>  a  considerable  capacity  for  cable,  for  use  under 
widely  different  conditions  as  to  length  of  hoist  or  haul. 
Such  conditions  arise  in  building  operations  as  the  suc 
cessive  floors  are  reached.  In  particular,  a  derrick  slewed 
by  a  bull  wheel  must  have  some  such  provision  for  length 
ening  the  slewing  line  if  used  in  building  operations. 
Drum,  Tag  Line.  A  small  winding  drum  which  keeps 
up  the  slack  and  maintains  a  slight  tension  in  a  tag  line 
attached  to  the  load  lifted  by  a  crane,  dispensing  with 
the  services  of  a  tag-man.  It  is  often  driven  by  a  drag 
clutch  on  the  main  shaft  of  the  hoisting  winch. 
Drum  Shaft.  The  shaft  on  which  the  drum  of  a  hoist 
ing  or  hauling  machine  is  mounted.  In  some  types,  the 
shaft  is  keyed  in  the  drum  and  turns  in  journal  bearings; 
in  others  the  shaft  is  fixed  in  the  frame  and  the  drum 
turns  on  it,  bronze  bushings  being  inserted  to  take  the 
wear;  while  in  other  cases  the  shaft,  running  in  journal 
bearings,  bears  one  part  of  a  friction  clutch  which  can 
be  engaged  at  will  with  the  drum.  As  the  load  on  a 
drum  shaft  is  considerable,  its  diameter  must  be  kept  as 
small  as  possible  consistent  with  strength,  to  cut  down 
frictional  losses. 

Dump,  Wagon.  An  apparatus  for  dumping  a  load  from 
the  rear  of  a  non-dumping  wagon,  consisting  of  a  tilting 
platform  to  which  the  wagon  can  be  clamped  and  tipped 
down  backward  until  the  contents  (usually  grain)  slide 
into  a  hopper  beneath.  Sometimes  the  front  end  of  the 
body  is  attached  to  a  hoist  and  lifted  instead ;  the  first 
method,  however,  does  not  require  the  unhitching  of  the 
horses. 

Duplex  Block,  Duplex  Hoist.  See  Hoist,  Screw  Chain. 
Eccentric.  A  form  of  crank  in  which  the  crank  pin  is 
enlarged  in  size  so  as  to  include  the  shaft,  thus  becom 
ing  the  crank  web  and  crank  pin  in  one.  It  is  nearly 
always  used  in  connection  with  a  surrounding  or  enclos 
ing  eccentric  strap,  which  is  attached  to  an  eccentric 
rod,  and  produces  a  reciprocating  motion  of  the  remote 
end  of  the  eccentric  rod. 

Eccentric,  Adjustable.  An  eccentric  which  can  have 
alterations  made  in  its  angular  position,  its  throw,  or 
both.  The  angular  position  may  be  crudely  changed  by 
loosening  a  set  screw,  and  better  by  bolts  and  circular 
slots  attaching  it  to  a  fixed  disc  or  hub.  The  throw  may 
be  changed  by  moving  the  eccentric  directly  across  its 
shaft,  a  slot  and  clamping  screws  being  provided,  or  by 
revolving  an  outer  eccentric  portion  about  an  inner  por 
tion  also  eccentric,  and  clamping  it  in  the  position  of 
desired  throw. 

Efficiency.  The  ratio  of  output  to  input,  or  of  useful 
work  done  to  total  work  done,  or  of  result  accomplished 
to  effort  made.  It  cannot  equal  unity  in  any  actual 
mechanism  because  of  friction,  and  usually  falls  far 
below  it. 

Ejector.  A  modified  form  of  injector  suited  for  han 
dling  large  quantities  of  a  liquid  against  a  small  head. 
It  consists  of  a  jet  of  steam  passing  into  a  converging 
conical  tube,  to  which  the  liquid  also  has  access ;  the 
steam  is  condensed,  but  its  kinetic  energy  is  transferred 
to  the  liquid,  giving  it  sufficient  velocity  to  overcome 
resistance  to  flow,  due  to  discharge  or  suction  head,  or 
to  pipe  friction.  It  is  a  useful  means  of  handling  muddy 
water  or  chemically  active  solutions,  where  the  intermix 
ing  of  exhaust  steam  is  not  objectionable,  and  especially 
where  the  heat  given  to  the  liquid  is  advantageous. 


Ejector,  Sand.  A  device  by  which  sand  may  be  placed 
in  suspension  in  water,  for  transportation  by  a  stream 
passing  through  a  pipe.  It  consists  of  a  hopper,  in  the 
bottom  of  which  there  is  an  open  space  between  two 
nozzles,  across  which  a  jet  of  water  passes.  Sand  in 
the  hopper  is  kept  agitated  by  vertical  water  jets  directed 
upward,  and  is  drawn  into  the  discharge  nozzle  by  the 
ejector  action  of  the  main  jet. 

Elastic.  Having  (as  a  solid)  the  power  of  returning 
to  its  original  shape,  after  being  distorted  in  any  way,  or 
(as  a  fluid)  of  returning  to  its  original  volume  after  being 
compressed  or  expanded.  A  body  is  perfectly  elastic 
when  it  regains  exactly  its  original  shape  after  a  deforma 
tion,  upon  the  removal  of  the  deforming  force  and  the 
restoration  to  the  original  state  of  all  other  conditions. 
Elevator.  In  general,  a  machine  which  raises  or  lowers 
material  temporarily  held  in  one  or  more  containers  trav 
eling  along  a  definite  path  which  is  vertical  or  is  only 
incidentally  inclined.  They  are  divided  into  two  general 
classes;  platform  elevators,  also  termed  reciprocating  or 
intermittent,  and  continuous  elevators. 

Elevators  of  the  first  class  are  distinctive  and.  when 
the  term  is  used  without  qualification,  a  platform  elevator 
is  usually  meant.  The  A.  S.  M.  E.  Code  defines  it  as 
follows  :  "A  hoisting  and  lowering  mechanism  equipped 
with  a  car  which  moves  in  guides  in  a  substantially  ver 
tical  direction.  (Note:  Dumbwaiters,  endless  belts,  con 
veyors,  chains,  buckets,  etc.,  used  for  the  purpose  of 
conveying  and  elevating  materials  and  tiering  or  piling 
machines  operating  within  one  story  are  not  included  in 
the  term  Elevator.)"  The  construction  and  arrangement 
varies  considerably  according  as  the  elevator  is  for  pas 
senger  or  freight  service,  and  certain  features  are  also 
dependent  on  the  type  of  drive,  whether  electric,  steam, 
hydraulic  or  pneumatic.  (See  Elevator,  Electric,  etc.) 

Continuous  elevators  either  have  endless  belts  or 
chains  to  which  flights,  buckets  or  arms  are  attached  to 
support  the  material,  or  utilize  a  current  of  air,  water 
or  steam  as  a  means  of  carrying  it  along.  (See  Elevator, 
Belt;  Elevator,  Hucket;  Elevator,  Pneumatic,  etc.) 

Page  484,  750. 

Elevator,  Apron,  or  Inclined  Apron.  A  moving  apron 
(see  Conveyor  Apron)  placed  at  a  considerable  inclina 
tion,  and  used  principally  for  elevating  or  lowering  pur 
poses.  When  the  inclination  is  less  steep,  and  especially 
when  the  apron  has  horizontal  as  well  as  inclined  runs, 
it  is  usually  termed  apron  conveyor. 

The  conveyor  apron  may  be  made  with  wood  or  steel 
cross  pieces ;  the  former  is  common  when  the  conveyor 
is  used  for  boxes,  barrels,  bags  and  similar  packages,  or 
for  definite  containers,  and  the  latter,  especially  when 
formed  with  deep  step  or  bucket  like  depressions,  for 
handling  bulk  material.  (See  Conveyor,  Steel  Apron.) 
Wood  cross  pieces  must  have  suitable  cleats,  lugs,  cradles 
or  arms  to  hold  the  containers  being  elevated. 

When  mounted  on  a  base  with  wheels  or  casters, 
provided  with  a  self-contained  driving  motor,  and  with 
a  means  of  raising  one  end  of  the  apron  unit  to  different 
elevations,  it  is  called  a  portable  apron  elevator  or  con 
veyor. 

Page  352,  759-771. 

Elevator,  Automatic  Electric.  An  elevator  which  can 
be  started  by  a  system  of  push  buttons  and  brought  to 
the  floor  where  it  is  desired  without  any  operator  being 
present  in  the  car.  The  A.  S.  M.  E.  Code  defines  an 
automatic  button-control  elevator  as  an  elevator  the  op 
eration  of  which  is  controlled  by  buttons  in  such  a  man 
ner  that  all  landing  stops  are  automatic.  They  are  widely 


64 


ELE 


DEFINITION    SECTION 


ELE 


operated  on  both  alternating  and  direct  currents  and  at 
110  to  250  volts. 

Page  4X2. 

Elevator,  Automatic  Floor  Leveling  Machine.  A  de 
vice  for  automatically  insuring  accurate  landings  irre 
spective  of  load  and  speed,  and  of  automatically  main 
taining  this  accurate  landing  during  loading  and  un 
loading  irrespective  of  the  stretch  of  the  cables. 

Page  752. 

Elevator,  Barrel.  A  continuous  vertical  or  inclined  ele 
vator  having  two  parallel  strands  of  chain  running  over 
sprockets  at  the  top  and  bottom,  with  special  curved 
arms  attached  to  them  to  lift  barrels  from  a  loading 
platform  and  deliver  them  over  the  head  wheels  to  an 
inclined  runway.  If  delivery  is  desired  at  intermediate 
points,  tilting  or  spring  discharge  arms  may  he  used, 
which  are  curved  to  lit  the  barrel  and  pivoted  at  the 
outer  ends  of  the  arms  fixed  to  the  chain.  As  the  load 
ascends,  the  projecting  outer  ends  of  the  tilting  arms 
strike  against  adjustable  stops  and  are  revolved  down, 
tipping  up  the  other  ends  on  which  the  barrel  rests,  and 
rolling  it  off  into  a  sloping  delivery  runway.  The  arms 
are  then  returned  by  springs.  A  barrel  may  also  be 
forced  off  at  a  desired  point  by  adjusting  a  cam  shaped 
pusher  which  acts  as  a  contact  discharger. 

Another  type  of  barrel  elevator  has  two  complete 
loops  of  chain  each  running  over  its  own  top  and  bottom 
sprockets,  geared  together  to  run  at  the  same  speed  and 
all  lying  in  the  same  plane.  The  adjacent  strands  of 
the  loops  pass  upward,  carrying  a  barrel  between  them, 
supported  near  each  end  on  two  small  concave  platforms 
attached  to  the  chains ;  the  barrel  is  discharged  by  rolling 
off  when  it  comes  against  a  side  contact  discharge  cam, 
and  the  platforms  pass  up  over  the  sprockets  and  return 
downward  on  the  outside. 

Page  336,  464,  759-771. 

Elevator,  Belt.  An  elevating  apparatus  consisting  of 
an  endless  Hat  or  troughed  belt  passing  around  head  and 
tail  pulleys  and  over  intermediate  supporting  idlers,  the 
whole  being  set  at  an  incline  and  driven  in  such  a  direc 
tion  that  material  deposited  on  the  upper  run  will  be 
carried  upward  and  be  discharged  over  the  head  pulley. 

The  belt  may  be  Hat  or  troughed,  the  latter  having 
greater  capacity ;  it  may  have  cleats  or  cross  strips  to 
prevent  lumps  from  rolling  down  or  packages  from 
sliding,  or  when  the  inclination  is  steep  it  may  have  deep 
pockets  or  buckets.  (See  Elevator,  Belt  and  Bucket.) 

The  details  are  similar  to  those  described  under  Con 
veyor,  Belt,  except  that  no  tripper  is  used  since  the  dis 
charge  is  always  over  the  head. 

Page  369,  418,  760-773,  826-840. 

Elevator,  Belt  and  Bucket,  or  Belt  Bucket.  A  bucket 
elevator  in  which  the  buckets  arc  fastened  by  their  backs 
to  an  endless  belt  of  fabric,  which  travels  around  head 
and  foot  pulleys  having  considerable  crown. 
Elevator,  Bucket.  A  continuous  elevator,  consisting  of 
a  travelling  endless  belt,  of  fabric  or  chain,  to  which 
buckets  are  attached  and  which  moves  in  such  a  direction 
as  to  raise  material  fed  into  them  at  the  bottom,  and 
deliver  it  by  inverting  them  at  the  top.  Pulleys  or 
sprockets  are  mounted  on  the  head  and  foot  shafts  at 
the  top  and  bottom  respectively,  and  may  be  directly  in 
line  vertically,  or  offset  so  that  the  lines  of  buckets 
between  them  are  inclined,  the  ascending  side  being 
the  upper  one  when  thus  inclined.  The  head  and  foot 
shafts  are  mounted  in  a  frame  and  left  open,  or  enclosed 
in  a  head  casing  and  boot  respectively  which  are  con 


nected    by    a    casing    or    trunking    in    the    fully    enclosed 
elevator. 

The  buckets  may  be  attached  to  a  single  strand  of 
chain  at  their  backs,  or  to  two  strands  at  their  backs  or 
sides  ;  they  may  also  be  fastened  to  a  belt.  The  buckets 
may  be  widely  spaced,  or  separated,  or  closely  spaced, 
also  known  as  continuous.  The  elevator  may  revolve  at 
a  sufficient  speed  to  throw  the  contents  clear  of  the 
buckets  at  the  time  of  discharge  by  centrifugal  force, 
or  they  may  move  more  slowly,  and  a  perfect  discharge 
be  obtained  by  a  deflecting  idler  on  the  descending  side 
of  the  elevator,  or  by  the  action  of  the  bucket  fronts  in 
the  continuous  type. 

The  drive  is  usually  through  the  head  wheels,  as  power 
applied  there  gives  a  direct  lift  of  the  material  being 
elevated.  As  the  speed  is  slow,  spur  or  worm  geared 
speed  reductions  from  motor  or  shaft  speed  are  usual, 
and  if  the  gearing  is  not  such  as  to  prevent  backward 
running  in  case  of  failure  of  power,  breakage  of  a 
driving  belt,  etc.,  a  ratched  device  called  a  back  stop  is 
often  installed. 

Page  447,  826-839. 

Elevator,  Bucket,  Inclined.  A  chain  and  bucket  or  belt 
and  bucket  continuous  elevator  operated  in  an  inclined 
position.  In  addition  to  the  types  described  under  these 
heads,  pan  or  apron  conveyors  are  also  made  up  with 
containers  of  an  unsymmetrical  shape  suitable  for  work 
on  steep  inclines,  and  are  used  as  inclined  elevators, 
sometimes  for  very  heavy  work.  (See  Elevator,  Apron.) 
They  move  on  rollers  incorporated  in  the  side  chains, 
but  to  prevent  the  enormous  load  of  the  chain  at  the 
time  of  passing  over  the  head  sprocket  from  coming  on 
these  roller  bearings,  they  are  often  placed  outside  the 
chain,  and  the  sprocket  teeth  bear  on  hardened  bushings 
between  the  two  sides  of  the  chain. 
Page  826-839. 

Elevator,  Bucket,  Portable.  A  bucket  elevator,  gener- 
erally  inclined,  mounted  on  a  wheeled  truck  with  its 
loading  hopper,  delivery  spout,  driving  mechanism,  etc., 
complete,  so  that  it  can  be  moved  from  point  to  point. 
Commonly  used  for  loading  purposes.  (See  Loader, 
Wagon.) 

Page  433,  771,  837,  838. 

Elevator,  Centrifugal  Discharge.  A  bucket  elevator,  of 
either  the  belt  or  chain  type,  which  revolves  at  sufficient 
speed  to  throw  the  bucket  contents  clear  of  the  elevator 
and  into  the  discharge  spout  at  the  time  of  delivery,  due 
to  centrifugal  force. 
Page  409,  836-839. 

Elevator,  Chain  and  Bucket,  or  Chain  Bucket.  An  ele 
vator  in  which  the  buckets  are  fastened  to  one  or  two 
strands  of  chain. 

Elevator,  Chain  Pump.  A  pump  consisting  of  an  end 
less  chain  on  two  sprockets,  having  disc  attachments  at 
intervals  closely  fitting  the  inside  of  a  pipe  into  which 
the  chain  passes  at  the  bottom  under  water,  and  up  which 
it  is  drawn,  lifting  the  water  caught  between  the  discs. 

Elevator,  Continuous  Bucket.  A  bucket  elevator  in 
which  the  buckets  are  placed  in  a  continuous  line  along 
one  or  two  strands  of  chain  or  a  belt,  allowing  feeding 
to  be  accomplished  from  a  chute,  and  using  the  front  of 
one  bucket  as  a  chute  for  the  discharge  of  the  next 
following  one  on  passing  over  the  head  wheels. 
Page  411,  826-839. 

Elevator,  Dewatering.  A  bucket  elevator  having  its 
buckets  made  of  perforated  metal  or  woven  wire,  so  that 


65 


ELE 


MATERIAL    HANDLING    CYCLOPEDIA 


ELE 


water  can  drain  away  from  the  material  raised.    A  drain 
ing  elevator. 

Elevator,  Dock  Leg.  A  two  strand  vertical  bucket  ele 
vator  which  is  suspended  from  the  top  by  a  structure 
erected  on  a  wharf,  and  which  can  be  lowered  into  the 
hold  of  a  vessel  for  the  purpose  of  unloading  bulk  cargo. 
The  lower  shaft  is  hung  in  the  bights  of  the  chains,  no 
casing  being  used,  and  carries  a  boot  which  is  open  at 
the  bottom  and  therefore  self-feeding.  In  some  arrange 
ments  the  chain  and  buckets,  of  the  gravity  discharge  V- 
type,  are  continued  on  a  horizontal  run  at  the  top  as 
a  conveyor  and  carry  the  material  over  a  storage  bin 
where  it  is  dumped ;  in  other  cases,  the  material  is  dis 
charged  as  the  buckets  pass  around  the  head  sprockets, 
on  to  a  horizontal  conveyor  for  further  movement. 
Adjustment  is  provided  to  allow  for  the  varying  levels 
caused  by  tide  and  condition  of  loading,  in  several  ways. 
In  one  case  the  elevator  is  suspended  at  the  end  of  a 
hinged  boom  which  can  be  raised  or  lowered,  and  can 
be  moved  horizontally  on  the  boom  to  accommodate 
vessels  of  varying  widths  and  to  reach  both  sides  of  the 
hold.  The  lower  end  of  the  elevator  may  also  be  swung 
to  reach  from  side  to  side,  being  handled  by  rope  tackle. 
Another  method  of  providing  vertical  adjustment  is  to 
cause  the  elevator  strands  to  pass  up  and  down  around 
two  adjustable  idler  sprockets  arranged  to  form  a  take-up 
on  the  descending  side. 

The  drive  is  through  the  top  sprocket. 
Also    called    a    dock    leg    unloader.       (See    Elevator, 
Marine  Leg.) 
Page  675. 

Elevator,  Double  Belted.  An  elevator  in  which  the 
machine  is  connected  to  an  independent  source  of  power 
such  as  shafting,  by  two  belts,  one  open  and  one  crossed, 
or  by  similar  means  in  which  the  direction  of  motion  is 
changed  without  reversal  of  the  prime  mover.  (A.  S. 
M.  E.  Code.) 
Page  482. 

Elevator,  Drum  Type.  A  type  of  electric  elevator  in 
which  the  car  motion  is  obtained  by  means  of  the  winding 
and  unwinding  of  a  hoisting  cable  on  a  spirally  grooved 
drum  driven  by  an  electric  motor  through  some  form  of 
intermediate  gears,  usually  worm  gears.  The  cast  iron 
spider  of  the  bronze  worm  wheel  is  cast  integral  with  a 
flange  by  means  of  which  it  may  be  bolted  to  the  wind 
ing  drum,  or,  for  slow  speed  freight  service  the  drum 
may  be  provided  with  an  annular  or  spur  gear  to  mesh 
with  a  pinion  on  the  worm-wheel  shaft,  giving  an  addi 
tional  speed  reduction.  (See  also  Elevator  Drum.)  The 
car  hoisting  cables,  usually  two  or  three  in  number,  have 
one  end  clamped  to  the  drum  and  after  winding  several 
times  around  the  drum  pass  over  the  overhead  sheave  and 
down  to  the  car  frame  to  which  they  are  securely  fastened. 
Car  counterweight  cables  with  one  end  fastened  to  the 
car  pass  up  over  an  overhead  sheave  and  down  to  the 
counterweight.  Drum  counterweight  cables  with  one  end 
clamped  to  the  drum  wind  around  the  drum  in  the  op 
posite  direction  to  the  car  hoisting  cables  and  run  up  to 
overhead  sheaves  and  down  to  the  counterweight.  The 
drum  type  of  drive  is  employed  on  all  low  speed  and 
widely  on  medium  speed  electric  elevators.  The  A.  S. 
M.  E.  Code  calls  such  an  elevator  a  winding  drum  ma 
chine,  and  defines  it  as  an  elevator  machine  in  which 
cables  are  fastened  to,  and  wind  on,  a  drum. 
Page  478,  749-754. 

Elevator,  Electric.  A  car  with  counterweight,  hoisting 
cables,  sheaves,  controller,  drum  and  motor  for  lifting 
and  lowering  of  materials  or  passengers.  There  are  two 


types,  the  drum  and  the  traction.  The  former  are  for 
low  and  medium  speed  service,  and  the  latter  for  medium 
and  high  speed  service.  Small  electric  elevators  are  sus 
pended  by  wire  hoisting  cables  from  spirally  grooved 
drums  driven  through  a  worm  gear  by  an  electric  motor. 
This  type  is  unsuitable  where  high  speed  is  required  since 
the  drum  would  have  to  be  of  excessive  diameter.  The 
most  satisfactory  elevator  for  such  service  is  the  gearless 
traction  type  in  which  motion  is  produced  by  the  tractive 
effort  of  the  cables  on  the  driving  traction  sheave.  Trac 
tion  elevators  with  geared  motor  drive  using  either  her 
ringbone  or  worm  gears  are  also  constructed. 

(See  Elevator,   Traction;  and  Elevator,   Drum  Type.) 
Page  477,  749-754. 

Elevator,  Electric  Control  of.  The  operating  of  electric 
elevators  by  a  dispatcher.  For  example,  an  installation 
in  the  Brooklyn  Army  Supply  Base  uses  electric  control 
by  dispatchers  for  operation  of  90  elevators  without  the 
manual  service  or  attendance  of  a  single  operator  on  any 
one  of  them.  Truck  operators  press  a  button  to  signal 
the  dispatcher  when  an  elevator  is  desired  or  when  goods 
have  been  deposited  or  removed.  Ten  dispatchers  re 
placing  90  elevator  operators  control  the  entire  operation 
of  these  90  elevators.  (See  also  Elevator,  Automatic 
Electric.) 
Page  484,  712,  757. 

Elevator,  Fingered.  A  continuous  package  elevator 
having  its  rigid  arm  or  suspended  tray  formed  of  a 
series  of  parallel  fingers  projecting  from  one  or  both 
sides  of  a  bar  which  is  attached  to  the  one  or  two 
chains  of  the  elevator,  and  used  in  conjunction  with 
similarly  fingered  loading  and  unloading  platforms.  A 
load  resting  on  a  platform  is  picked  up  by  the  fingered 
moving  platform  coming  up  from  beneath  it  and  passing 
between  the  fingers.  Moving  downward  it  will  be  depos 
ited  on  a  similarly  fingered  discharge  platform,  and  if 
this  be  sharply  sloping,  the  load  will  immediately  slide 
out  of  the  way  of  the  next  following  car.  The  fingers 
may  be  curved  to  fit  round  objects,  flat  to  hold  boxes  and 
trays,  or  combination,  with  a  curved  middle  portion 
and  straight  ends. 

Rigid  arm  elevators  may  utilize  this  mechanism  on 
either  the  upward  or  the  downward  runs,  but  not  on 
both  in  the  same  elevator,  as  the  package  will  be  thrown 
off  in  passing  over  the  head.  Fingered  tray  elevators, 
which  carry  the  load  on  a  level  tray  even  while  passing 
around  the  turns,  may  have  fingered  stations  on  both 
runs. 

Page  331. 

Elevator,  Flight.  A  continuous  elevator  working  on 
the  principle  of  the  flight  conveyor,  with  transverse 
blades  or  flights  dragged  along  a  trough  by  chains.  For 
bulk  materials  it  is  used  for  short  distances  only ;  for 
packages  it  is  widely  used  and  more  generally  known 
as  a  push-bar  elevator,  the  solid  flight  being  often 
replaced  by  a  bar  raised  a  suitable  distance  above  the 
runway. 

When  a  single  chain  or  cable  is  used,  with  disc  shaped 
flights  dragged  in  a  V-  or  U-shaped  trough,  it  is  known 
as  a  cable  conveyor  or  a  cable  elevator. 

Elevator,    Freight.      An    elevator    for    carrying    freight 
and  on   which  no  persons  other  than  the  operator  and 
those  required  for  loading  and  unloading  are  transported. 
Page  503,  749-754. 

Elevator,  Gig.  A  small  intermittent  platform  elevator 
travelling  in  guides  in  a  vertical  shaft,  and  used  for 
handling  articles  uniform  in  size,  such  as  boxes,  cakes 


66 


ELE 


DEFINITION    SECTION 


ELE 


of  ice,  etc.  The  box  or  cake  in  the  loading  runway  is 
automatically  released  and  slides  onto  the  elevator  plat 
form  when  the  latter  has  reached  the  bottom ;  it  is  then 
hoisted,  and  on  reaching  the  desired  height,  slides  out 
onto  the  delivery  platform  owing  to  the  permanent  slope 
of  the  elevator  platform.  Adjustable  automatic  stops 
limit  the  travel  of  the  elevator,  which  can  be  made 
entirely  automatic.  It  can  be  used  for  lowering  by 
reversing  the  direction  of  the  slopes. 

Page  761. 

Elevator,  Gravity  Discharge  V-Bucket.  An  elevator 
consisting  of  two  strands  of  chain  fastened  to  the  ends 
of  V-buckcts  by  rigid  or  swiveling  attachments,  but  not 
pivoted.  It  passes  upward  over  a  turn  or  knuckle  wheels 
into  a  short  horizontal  run  along  which  the  contents  are 
spilled  from  the  buckets  into  a  trough  which  discharges 
to  another  conveyor  or  to  a  bin.  Immediately  after  dis 
charging,  the  conveyor  passes  downward  around  other 
turn  wheels  and  to  the  foot  wheels  or  boot,  where  the 
load  is  picked  up.  Also  called  a  knuckle  wheel  elevator. 
When  the  horizontal  run  is  lengthened,  so  that  the 
material  is  conveyed  along  it  by  scraping,  it  is  usually 
called  a  gravity  discharge  V-bucket  conveyor. 

Page  413,  826-836. 

Elevator,  Hydraulic.  An  elevator  in  which  the  motion 
of  the  car  is  obtained  by  liquid  water  pressure.  (A.  S. 
M.  E.  Code.)  The  mechanism  may  consist  of  horizontal 
or  vertical  cylinders  working  with  or  without  rope  gear 
ing  in  addition,  operating  by  pushing  or  pulling  and  with 
high  or  low  pressure.  For  the  plunger  type  of  hydraulic 
elevator,  see  Elevator,  Plunger. 

Page  489. 

Elevator,  Hydro-pneumatic.  An  elevator  operated  by 
a  cylinder  with  a  plunger  or  piston,  and  a  combination 
of  air  and  hydraulic  power  (water  or  oil).  Since  air  is 
compressible,  the  load  cannot  be  removed  from  a  straight 
compressed  air  elevator  at  any  other  point  than  the  top 
or  the  bottom  of  the  travel  (where  the  car  is  against 
stops).  More  than  two  levels  can  be  served,  however,  if 
oil  only  is  used  in  the  elevator  cylinder,  but  is  forced 
into  the  cylinder  by  air  pressure  on  top  of  it  in  the 
storage  tank.  When  the  air  is  released  the  elevator  will 
descend,  but  motion  can  be  arrested  at  any  point  in 
either  direction,  and  the  car  locked  by  closing  a  valve  in 
the  oil  line  between  the  cylinder  and  tank.  The  action 
is  like  a  hydraulic  elevator  without  pumps,  the  source  of 
compressed  air  supplying  the  power. 

Elevator,  Inclined.  An  elevator  which  works  at  some 
other  angle  than  90  deg.  from  the  horizontal.  Consid 
ering  continuous  elevators,  as  the  angle  becomes  small 
the  action  approaches  that  of  a  conveyor  and  there  is 
no  distinct  dividing  line  between  elevators  and  conveyors. 
Elevator,  Inclined  Chain.  An  arrangement  for  assist 
ing  wheeled  vehicles  carrying  loads  up  or  down  ramps 
or  inclined  runways,  consisting  of  an  endless  chain  set 
slightly  above  the  floor  and  travelling  parallel  to  it,  and 
having  upward  projecting  lugs.  These  lugs  engage  with 
projections  on  the  bottom  of  the  vehicles,  and  drag  them 
up  the  grade,  or  lower  them  down  it.  If  men  accompany 
the  load,  as  with  hand  trucks,  they  straddle  the  chain 
and  walk  along  with  the  load,  but  do  no  pulling.  These 
are  much  used  in  handling  material  between  ships  and 
wharves,  and  are  often  mounted  on  an  adjustable  incline 
.which  can  be  raised  or  lowered  to  suit  the  deck  level 
or  tide  conditions.  If  two  chains  are  placed  side  by 
side,  they  may  operate  in  opposite  directions,  or  one 

67 


chain  may  be   reversed  if  desired.     Also   called  a   dock 
elevator,  and  chain  haul  elevator. 

Page  399. 

Elevator,  Marine  Leg.  A  vertical  bucket  elevator  used 
for  unloading  bulk  material  (generally  grain)  from 
vessels  at  a  wharf,  which  is  supported  from  the  elevator 
structure  in  such  a  way  that  it  can  be  adjusted  vertically 
and  horizontally  at  right  angles  to  the  wharf  line  in  order 
to  reach  as  much  of  the  hold  of  the  vessel  as  possible. 
It  is  similar  to  a  dock  leg  elevator  (see  Elevator,  Dock 
Leg)  except  that  the  chain  sprockets  are  usually  car 
ried  in  a  rigid  frame  and  the  leg  is  completely  cased, 
instead  of  the  lower  sprockets  and  boot  being  simply  hung 
by  the  exposed  bucket  chains.  The  discharge  is  over 
the  head  sprocket,  through  a  spout  to  a  storage  bin, 
and  to  a  horizontal  conveyor  or  to  another  bucket 
elevator  for  delivery  to  its  destination  in  the  building. 

Three  types  of  marine  legs  are  in  use,  designated 
according  to  the  method  by  which  they  are  supported 
and  adjusted,  and  known  as  the  boom,  the  crosshead  and 
the  combination  types.  In  the  crosshead  type  the  elevator 
leg  is  pivoted  to,  and  hung  from,  a  crosshead  which 
can  be  slid  in  vertical  (or  slightly  inclined)  structural 
steel  guides  in  the  building;  the  lower  end  is  swung  out 
ward  by  a  pusher  arm  operated  from  the  side  of  the 
building  and  power  is  delivered  to  the  head  pulley  by  a 
rope  drive  arranged  with  idlers  in  such  a  way  that  the 
varying  vertical  positions  of  the  crosshead  and  angular 
positions  of  the  leg  will  be  accommodated  without  inter 
ference  with  the  drive.  In  the  boom  type,  the  leg  is 
suspended  from  the  outer  end  of  a  boom  which  is 
pivoted  to  a  fixed  point  on  the  building  at  its  inner  end, 
and  its  angular  position  is  altered  by  tackle  attached  to 
its  outer  end  leading  diagonally  upwards.  The  leg  is 
moved  horizontally  at  its  lower  end  by  pulling  with 
tackle,  the  head  pulley  is  driven  by  a  rope  drive  leading 
around  sheaves  at  the  pivots  at  the  two  ends  of  the  boom. 
In  the  third  or  combination  type,  the  leg  is  suspended 
from  a  boom  which  has  its  inner  end  pivoted  on  a  vertical 
ly  moving  crosshead ;  one  drum  of  a  hoisting  winch  con 
trols  the  boom  and  the  other  the  crosshead.  The  leg  is 
driven  by  rope  transmission  so  arranged  that  both  the 
varying  height  of  the  crosshead  and  the  varying  angular 
positions  of  the  boom  are  allowed  for.  This  type  is  es 
pecially  suitable  for  working  under  large  variations  of 
water  level. 
Page  675. 

Elevator,  Material.  A  term  usually  applied  to  a  type 
of  portable  platform  elevator  outfit  used  by  contractors 
in  building  construction.  A  top  or  head  frame  is  carried 
on  trestles  or  bents  which  stand  a  sufficient  distance 
above  the  highest  floor  being  served  to  allow  the  plat 
form  to  come  up  to  that  floor.  One  cage  or  car  may 
be  used,  with  or  without  a  counterweight,  or  two  are 
provided,  each  serving  as  a  counterweight  for  the  other. 
A  hoisting  winch  is  located  on  the  ground  near  the  foot 
of  the  guide  frames  in  which  the  cages  move,  and 
operates  the  car  or  cars  by  a  rope  leading  through  a 
foot  or  bottom  sheave,  up  to  the  head  frame  and  thence 
over  a  head  sheave  down  to  the  cross-beam  from  which 
the  car  is  suspended. 

Elevator,  Package.  A  general  term  used  to  include  the 
various  material  handling  elevators  of  the  vertical  or 
inclined  continuous  type,  with  trays,  shelves,  or  rigid 
arms  of  various  forms  and  curvatures  attached  to  one, 
two,  or  three  endless  strands  of  parallel  moving  chain. 


ELE 


MATERIAL    HANDLING    CYCLOPEDIA 


ELE 


Articles  laid  on  the  shelves  or  arms  may  be  raised  or 
lowered  or  both  ;  loading  and  discharging  may  be  entirely 
by  hand,  entirely  automatic,  or  by  a  combination  of  the 
two  means. 

Page  329,  761,  770. 

Elevator,  Perfect  Discharge.  A  two  strand  chain  bucket 
elevator  having  unusually  large  head  wheels,  and  with 
the  return  chains  "snubbed"  in  under  the  head  wheels  by 
a  pair  of  small  snubbing,  choke  or  deflecting  sprockets, 
in  order  to  invert  the  buckets  completely  over  the  dis 
charge  chute.  This  allows  perfect  discharge  to  take 
place  without  the  aid  of  centrifugal  force.  Also  called 
positive  or  complete  discharge  type. 

Another  arrangement  giving  a  clean  discharge  is  tc 
have  the  bucket  fastened  between  the  chains,  but  with 
its  discharge  opening  inclined  toward  the  back  of  the 
chains.  As  the  buckets  pass  around  the  head  wheels, 
the  contents  are  dumped  into  pockets  formed  by  partitioni 
radiating  from  the  head  shaft  and  attached  to  discs  at 
their  ends ;  these  pockets  in  turn  deliver  the  material  to 
a  chute  directly  beneath  them,  without  interference  from 
the  chain  or  buckets. 

Page  411. 

Elevator,  Plunger.  A  hydraulic  elevator  having  a  ram 
or  plunger  directly  attached  to  the  under  side  of  the  car 
platform.  (A.  S.  M.  E.  Code.) 

Elevator,  Pneumatic.  An  elevator  which  is  operated 
by  air  pressure  on  a  piston  moving  in  a  cylinder,  the 
cylinder  and  attachments  being  practically  the  same  as 
in  air  cylinder  hoists,  which  see.  The  car  moves  in 
guides,  rests  on  stops  at  the  bottom,  and  against  similar 
stops  at  the  top,  which  limit  its  travel. 

Two  arrangements  of  the  hoist  are  in  use ;  the  direct 
type  and  the  rope  type.  The  direct  type  has  the  air 
cylinder  located  directly  above  or  below  the  center  of 
the  shaft,  with  the  piston  rod  attached  to  the  top  of  the 
car  or  beneath  the  car,  extending  into  the  ground ;  the 
rise  of  the  car  is  thus  limited  by  the  length  of  the 
cylinder.  The  rope  type  has  the  air  cylinder  located  at 
the  side  of  the  shaft,  and  its  piston  rod  acts  on  the  car 
through  wire  rope  block  and  tackle  arranged  to  make  the 
travel  of  the  car  two,  four  or  six  times  the  stroke  of  the 
cylinder.  For  lifting  heavy  loads,  the  arrangement  of  the 
ropes  and  sheaves  may  be  reversed,  giving  the  car  a 
shorter  travel  than  the  piston  in  the  cylinder,  but  multi 
plying  its  power. 

The  car  may  be  guided  at  the  sides  or  at  the  corners, 
and  may  be  provided  with  the  usual  safety  dogs.  It  is 
difficult  to  load  or  unload  an  air  elevator  at  points 
between  the  top  and  the  bottom,  as  the  air  is  elastic,  and 
the  elevator  will  descend  or  rise  during  the  operation. 
(See  Elevator,  Hydro-pneumatic.) 

Page  491. 

Elevator,  Portable.     See  Tiering  Machine. 
Elevator,    Portable    Belt.     See    Loader,    Wagon;     Con 
veyor,  Portable  Belt. 

Elevator,  Push-Bar.  A  continuous  drag-elevator,  op 
erating  with  practically  the  same  mechanism  as  the  push- 
bar  conveyor,  namely,  two  endless  chains  connected  by 
crossbars  moving  parallel  to  an  inclined  (or  even  ver 
tical)  trough-like  runway  bed,  and  elevating  articles 
resting  on  the  crossbars  by  sliding  them  along  up  the  bed. 
For  steep  inclines  there  must  be  a  reasonable  uniformity 
in  the  size  of  the  containers,  appropriate  to  the  height  of 
the  push-bar  above  the  bed ;  when  the  bed  is  nearly 
or  quite  vertical,  top  guides  are  used,  forming  with  it 
and  the  side  guides,  a  complete  shaft.  Loading  may  be 
done  at  any  point ;  discharge  is  over  the  head,  or  at  inter 


mediate  points  by  openings  through  the  bed  closed  by 
hinged  doors  which,  when  lowered,  form  the  discharge 
chute  on  which  the  articles  slide  away  from  the  bed. 
Unloading  in  the  outward  direction  may  also  be  per 
formed  by  tipping  a  section  of  the  bed  outward,  forming 
a  contact  plate  which  tips  the  parcel  away  from  the  bed 
onto  a  sloping  receiving  platform  on  which  it  immedi 
ately  slides  away. 

Page  345,  759-773. 

Elevator,  Rigid  Arm.  A  continuous  vertical  elevator 
consisting  of  two  parallel  strands  of  chain  passing  around 
head  and  foot  sprockets  fastened  in  pairs  on  two  shafts, 
and  having  attached  to  them  at  regular  intervals  rigid 
horizontal  arms  with  diagonal  braces  from  below.  These 
arms  may  or  may  not  be  cross  braced  to  each  other,  and 
are  either  straight,  or  curved  to  fit  special  objects  to  be 
lifted.  Cushion  spring  braces  are  often  used,  to  cushion 
the  impact  of  picking  up  a  load,  to  decrease  the  maximum 
load  on  the  chain  and  other  parts,  and  to  permit  higher 
speed  of  operation. 

The  arms  will  automatically  pick  up  a  load  from  a 
fingered  loading  platform,  and  discharge  over  the  head. 
If  the  articles  elevated  are  uniform  in  size,  and  the  up 
ward  run  is  enclosed  in  a  shaft  up  which  they  will  slide 
easily,  the  elevator  may  be  made  self-unloading  at  any 
floor  by  slanting  the  arms  downward  slightly  away  from 
the  chain,  loading  them  from  the  side,  and  opening  a 
door  on  the  face  of  the  shaft-casing  at  the  point  where 
discharge  is  to  take  place.  The  article  will  slide  out  on 
a  runway  prepared  to  receive  it.  Cakes  of  ice  will  slide 
on  smooth  guides ;  trays  and  boxes  will  require  roller 
supports.  For  lowering,  the  direction  of  rotation  may 
be  reversed. 

Page  331. 

Elevator,  Sack.  An  elevator  especially  adapted  to  han 
dling  sacks  of  grain,  flour  or  similar  articles.  Sacks  may 
be  slid  easily  on  smooth  surfaces,  and  do  not  require 
smooth  level  platforms  for  their  transportation,  but  must 
not  be  torn  or  caught  by  projecting  parts  about  the  con 
veyor. 

Page  331. 

Elevator,  Screw.  A  machine  like  a  screw  conveyor, 
with  the  axis  of  the  screw  placed  in  a  vertical  direction 
and  enclosed  in  pipe,  and  used  for  elevating  material  sup 
plied  to  it  at  the  bottom.  As  continuous  feed  must  be 
arranged,  intermediate  bearings  are  omitted,  and  the 
pitch  should  be  less  than  with  horizontal  conveyors.  It 
will  operate  successfully  on  certain  materials  whose 
particles  cling,  like  ground  cork,  cotton  seed,  etc. 

Page  424. 

Elevator,  Steam.  An  elevator  in  which  the  motion  of 
the  car  is  obtained  by  a  steam  engine  directly  applied  to 
the  elevator  machinery.  (A.  S.  M.  E.  Code.)  The  steam 
elevator  is  now  obsolete  except  in  so  far  as  its  operation 
is  continued  in  a  few  old  installations.  The  rope  lifting 
the  car  was  usually  wound  around  a  drum  turned  by  a 
steam  engine.  However,  the  traction  elevator  principle 
also  was  applied  to  some  extent  on  steam  elevators. 
Elevator,  Traction.  A  type  of  electric  elevator  in  which 
the  car  motion  is  obtained  by  means  of  adhesion  between 
the  driving  sheave  and  the  hoisting  cable.  There  are  two 
classes  of  traction  elevators  known  as  the  direct  or  gear- 
less  traction  and  the  geared  traction  machine.  Either 
herringbone  or  worm-gear  traction  machines  may  be  con 
structed.  All  direct  traction  and  herringbone  geared 
elevators  are  for  high  speed  cars,  and  are  the  only  eleva- 
tors  giving  satisfaction  for  high  speed  service.  Worm- 


68 


ELE 


DEFINITION    SECTION 


ELK 


geared  elevators  are  for  medium  speed  car  operation. 
The  direct  traction  elevator  operates  with  direct  rather 
than  a  geared  conniption  between  the  motor  and  driving 
sheave,  the  gearing  being  eliminated  by  the  use  of  a 
specially  designed  very  slow  speed  motor. 

Page  480,  749-754. 

Elevator,  Tray.  A  continuous  vertical  elevator  oper 
ated  by  one  or  more  endless  chains  passing  around 
sprockets  at  the  top  and  bottom,  and  carrying  wooden  or 
metal  trays  rigidly  attached  to  them,  or  suspended  by 
pivots.  (See  Elevator,  Tray,  Suspended;  Elevator,  Tray, 
Three  Chain.) 

An  elevator  in  which  the  trays  are  rigidly  attached  to 
the  chains  will  discharge  its  load  in  passing  over  the  head 
wheels,  unless  it  is  removed  by  some  special  means  like 
a  contact  discharge  cam  while  ascending.  If  loaded  on 
the  descending  run,  it  will  discharge  at  the  bottom  by 
tipping  the  trays  downward  as  the  chains  start  to  pass 
around  the  foot  wheels.  If  a  lingered  tray  is  used,  it 
will  discharge  at  any  point  in  the  descending  run.  (See 
Elevator,  Fingered.) 

Also  called  a  package  elevator. 
Page  336,  759,  761. 

Elevator,  Tray,  Suspended.  A  package  elevator  con 
sisting  of  a  series  of  equally  spaced  platforms  or  trays 
attached  to  two  vertical  endless  strands  of  chain  passing 
around  sprockets  at  the  top  and  bottom.  The  trays  are 
suspended  at  each  end  by  rigid  diagonal  hangers  meeting 
at  a  pivot  attachment  on  the  carrying  chain ;  the  tray 
thus  naturally  hangs  level  and  remains  so  in  passing 
around  the  head  wheels.  Trays  are  usually  symmetrical 
ly  hung ;  occasionally  they  are  suspended  from  points  on 
opposite  sides  near  diagonally  opposite  corners.  Close 
hung  trays  will  not  interfere  with  a  through-shaft  at  the 
head;  trays  hung  a  considerable  distance  below  the  pivot, 
as  required  for  carrying  large  objects,  will  strike  the 
head  shaft,  which  must,  therefore,  be  eliminated  by  driv 
ing  the  two  sprockets,  each  overhung  on  its  own  short 
shaft  and  carrying  a  large  spur  gear,  by  a  transverse 
shaft  with  two  pinions,  placed  below  the  sprockets  and 
their  spur  gears. 

Solid  bottom  trays  may  be  loaded  or  unloaded  auto 
matically  or  by  hand,  generally  the  latter.  Fingered 
trays  are  usually  arranged  for  automatic  loading  and  dis 
charge. 

Suspended  trays  may  be  carried  on  inclined  or  hori 
zontal  runs  with  equal  facility.  (See  Carrier,  Suspended 
Tray.) 

Also   called   a    swinging   tray   elevator. 
Page   336. 

Elevator,  Uni-strand.  A  continuous  vertical  chain  ele 
vator  consisting  of  a  single  strand  of  chain  passing 
around  sprockets  at  the  top  and  bottom.  Attached  to  the 
edge  of  this  chain,  and  standing  out  perpendicular  to  the 
plane  of  the  sprocket  wheels,  are  rigid  arms  shaped  to 
hold  special  packages,  or  platforms  for  boxes  or  trays, 
lingered  if  desired.  The  platforms  are  attached  to  the 
lower  ends  of  vertical  links,  and  the  pivoted  point  of  at 
tachment  to  the  chain  is  a  point  at  either  the  top  or  the 
middle  of  the  vertical  link.  In  the  former  case  a  roller 
on  the  lower  end  of  the  link  runs  in  a  guide  parallel 
to  the  chain  in  such  a  way  as  to  positively  keep  the  arm 
vertical ;  in  the  latter,  points  at  both  top  and  bottom  of 
the  vertical  link  are  thus  guided. 

Loads  are  picked  up  on  the  upward  run   (unless  placed 
by   hand  on   the   downward   run)    and   pass   around   the 
head,  unloading  automatically  on  the  descending  run  on 


fingered  receiving  platforms.     The  elevator  is  driven  at 
the  head  by  a  geared  motor. 

Elevator,  Water.  A  bucket  elevator  on  single  or  double 
strands  of  chain,  used  to  raise  water,  the  foot  wheel  be 
ing  suspended  in  the  chain  loops.  The  flight  type  is  also 
used,  consisting  of  transverse  wooden  blades  or  paddles 
attached  to  chains  at  intervals  and  pulled  upward  through 
a  wooden  casing  which  they  closely  lit,  returning  to  the 
foot  wheel  outside  the  casing. 

Elevator  Arms.  Rigid,  adjustable  or  pivoted  arms 
which  are  attached  to  the  chains  of  a  continuous  chain- 
driven  elevator  and  used  for  raising  material  in  large 
pieces  or  in  containers.  (See  Elevator,  Rigid  Arm.) 

Elevator  Automatic  Return.  A  device  which  returns 
the  car  switch  to  the  off  position  when  the  operator  re 
leases  his  grip  on  the  controller  handle. 

Elevator  Automatic  Stop  Switch.  A  device  which 
gradually  brings  the  car  to  a  stop  as  the  top  or  bottom 
landings  are  approached. 

Elevator  Boot.  The  lowest  part  of  the  casing  of  a 
bucket  elevator,  from  which  the  material  to  be  elevated 
is  dug  by  the  buckets  passing  around  the  foot  \\heels, 
or  which  receives  spillage  in  case  the  material  is  fed 
directly  to  the  buckets  on  the  upward  run.  It  contains 
the  bearings  and  take-up  mechanism  for  the  wheel  shaft, 
and  has  doors  to  give  access  for  cleaning  or  in  case  of 
a  choke.  Usually  the  boot  is  large  and  roomy,  the  only 
exception  being  when  small  lots  of  material  are  being 
handled,  and  to  avoid  mixing,  the  amount  of  material 
contained  in  the  boot  must  be  reduced  to  a  minimum ; 
the  bottom  then  closely  tits  the  path  of  the  bucket  tips 
and  the  take-up  is  placed  in  the  casing  head.  The  boot 
is  made  of  cast  iron,  of  cast  iron  sides  with  curved  steel 
bottom  plate,  or  of  steel  plates  with  or  without  a  bottom 
plate.  Occasionally  the  boot  is  formed  in  a  monolithic 
mass  of  concrete.  Boot  pulleys  are  often  closed  tightly 
at  the  ends  to  keep  out  the  material.  The  whole  boot  is 
often  made  dust-proof,  including  the  openings  for  the 
take-up  mechanism,  which  are  covered  by  a  sliding  plate. 
Page  446. 

Elevator  Boot  Tank.  A  water-tight  tank  in  which  an 
elevator  boot  may  be  set  if  it  must  extend  below  ground 
level  where  there  is  liability  of  the  entrance  of  water. 

Elevator  Brake.  A  clamp  or  band  is  ordinarily  ar 
ranged  to  automatically  apply  frictional  resistance  to  a 
brake  wheel  and  retard  the  motion  of  an  elevator  drum 
or  sheave  whenever  current  supply  to  the  elevator  motor 
is  interrupted.  In  the  most  prevalent  types  it  is  actuated 
by  means  of  a  weight  or  by  the  pressure  of  a  heavy 
helical  spring,  controlled  by  an  electro-magnet.  While 
current  supply  to  the  hoist  motor  continues,  the  electro 
magnet  holds  the  brake  in  the  released  position,  com 
pressing  the  helical  spring  or  raising  the  weight.  The 
removal  of  electrical  supply  by  the  controller  disconnec 
tion  destroys  the  magnetism  and  the  spring  clamps  the 
brake  band  against  the  brake  wheel. 

Elevator  Brake  Wheel.  The  wheel  about  which  the 
brake  band  clamps  in  stopping  and  holding  an  elevator. 
In  certain  traction  installations  the  brake  wheel  is  pressed 
directly  on  the  armature  shaft  on  the  motor  and  there 
fore  rotates  at  motor  speed.  It  is  usually  the  same  diam 
eter  as  the  driving  sheave. 

Elevator  Bucket,  Continuous.  One  of  the  series  of 
abutting  or  overlapping  buckets  of  a  continuous  bucket 
elevator.  They  are  generally  triangular  in  section,  but 
when  hung  between  two  strands  of  chain,  they  may 
extend  back,  having  a  four  sided  section  giving  greater 


69 


ELE 


MATERIAL    HANDLING    CYCLOPEDIA 


ELE 


capacity.     The  fronts  of  the  buckets  often  have  forward 
projecting  flanges  at  the  sides,  these  helping  to  form  a 
complete  chute  for  the  discharge  of  the  following  bucket 
wlu-n  passing  over  the  head  wheels. 
Page  411,  826-839. 

Elevator  Buffer.  A  device  placed  near  the  bottom  of 
an  elevator  shaft  in  such  a  manner  that  a  cage  passing 
below  its  lower  terminal  at  normal  speed  may  be  grad 
ually  brought  to  stop  without  shock  to  the  passenger. 
Counterweight  buffers  are  commonly  used  in  the  same 
manner  under  the  counterweight.  These  devices  gen 
erally  operate  on  the  oil  dash  pot  principle,  with  the 
addition  of  a  spring  to  restore  the  piston  to  normal  posi 
tion.  Oil  buffers  capable  of  stopping  the  car  or  counter 
weight  from  50  per  cent  excess  speed  without  discomfort 
to  passengers  are  now  provided  by  some  builders. 

Elevator  Cables.  Wire  cables  or  ropes  used  for  the 
support,  balancing  and  hoisting  of  elevators.  These  in 
clude  car  hoisting,  car  counterweight,  drum  counterweight 
and  compensating  cables.  All  are  required  on  drum  type 
elevators,  but  hoisting  and  compensating  cables  only  are 
employed  on  traction  machines.  Car  hoisting  cables  on  a 
drum  type  machine  have  one  end  fastened  to  the  car 
frame,  pass  up  and  over  overhead  sheaves  and  then  to 
the  driving  drum,  around  which  they  are  wound  in  spiral 
grooves  with  their  ends  clamped  to  the  drum.  This  cable 
transmits  the  hoisting  power  from  drum  to  car  and  car 
ries  part  of  the  weight  of  the  car  on  one  side  and  the 
counterweight  on  the  other.  Traction  type  elevator 
hoisting  cables  wind  once  around  the  driving  and  idler 
sheaves  and  terminate  on  the  counterweight  and  therefore 
sustain  the  weight  of  both  the  car  and  the  counterweight 
on  opposite  sides.  Car  counterweight  cables  pass  from 
the  car  up  and  over  an  overhead  sheave  and  down  to  the 
counterweight.  Drum  counterweight  cables  connect  the 
counterweight  and  drum  passing  partially  around  suitable 
overhead  and  idler  sheaves,  and  winding  on  to  the  drum 
as  the  car  descends.  Compensating  cables  connect  the 
bottom  of  the  car  with  the  bottom  of  the  counterweight 
passing  under  a  compensating  sheave  near  the  bottom  of 
the  hoistway  so  that  acceleration  cannot  produce  a  slack 
ness  of  hoisting  cable  due  to  sluggish  action  of  the  coun 
terweight  on  ascent,  or  of  the  car  on  descent.  They  also 
compensate  for  the  variation  in  the  net  load  on  the  driv 
ing  sheave  of  traction  machines,  due  to  the  shifting  of 
the  weight  of  the  hoisting  cables  from  one  side  of  the 
overhead  sheave  to  the  other,  that  occurs  during  elevator 
motion. 

Page  818-822. 

Elevator  Car.  The  load  carrying  unit  of  an  elevator, 
including  platform,  its  supporting  and  guide  frame,  and 
enclosure.  (A.  S.  M.  E.  Code.) 

Elevator  Car-gate  Electric  Contact.  An  electrical  de 
vice  the  purpose  of  which  is  to  prevent  the  normal  op 
eration  of  the  car,— except  by  the  use  of  a  car-leveling 
device,— unless  the  car  gate  is  in  the  closed  position. 
(A.  S.  M.  E.  Code.) 
Page  484,  752. 

Elevator  Car-leveling  Device.  A  mechanism  the  pur 
pose  of  which  is  to  move  the  car  automatically  toward  the 
landing  level  from  either  direction  and  to  maintain  the 
car  platform  at  the  landing  level  during  loading  or  un 
loading.  A  leveling  device,  however,  may  also  be  used 
for  the  emergency  operation  of  the  car.  ( <\  S  M  E 
Code.) 

Elevator  Car  Sling.  The  frame  encircling  an  elevator 
and  supporting  it,  consisting  of  the  upper  cross-member 
to  which  the  hoisting  cables  and  guide  shoes  are  usually 


attached ;  the  car-posts  or  stiles ;  and  the  under  cross- 
member,  which  supports  the  car  sills,  platform  and  guide 
shoes. 

Elevator  Casing.  The  housing  or  enclosure  within 
which  a  bucket  elevator  operates.  Casings  are  made  of 
wood  or  steel,  combined  with  cast  iron  or  steel  boots 
and  head  casings.  When  the  two  lines  of  buckets  are 
cased  separately,  it  is  known  as  a  double  leg  casing,  and 
is  sometimes  round ;  otherwise  it  is  single  leg,  and  is 
always  rectangular  in  cross  section.  The  casing  is  often 
omitted  and  the  head  and  wheels  held  in  position  by 
framing. 

Also  called  trunking  and  legging. 

Elevator  Clearance.  At  the  top  of  the  hoistway  is  the 
vertical  distance  between  the  lowest  point  of  the  super 
structure  and  the  highest  point  of  the  car  enclosure  or 
crosshead  when  the  car  is  at  the  limit  of  the  over-travel 
at  the  top.  Clearance  at  the  bottom  of  the  hoistway  is 
the  vertical  distance  between  the  floor  of  the  pit  and  the 
lowest  point  on  the  undcrstructure  of  the  car  sling,  ex 
clusive  of  the  safeties,  guide  brackets  or  shoes,  when  the 
car  is  resting  on  the  bumpers  or  buffers  fully  compressed. 
(A.  S.  M.  E.  Code.) 

Elevator  Code.  A  Code  of  Safety  Standards  for  Eleva 
tors  published  by  the  American  Society  of  Mechanical 
Engineers  and  giving  standards  for  the  construction, 
operation  and  maintenance  of  elevators,  dumbwaiters  and 
escalators. 
Page  495. 

Elevator-Conveyor.  A  term  sometimes  applied  to  con 
tinuous  carriers  which  will  move  material  horizontally, 
vertically  or  on  an  incline  in  the  same  container,  such 
as  pivoted  bucket  carriers  or  gravity  discharge  V-buckets. 
Also  applied  to  an  inclined  bucket  elevator.  (See  Ele 
vator,  Inclined;  Conveyor,  Inclined;  Carrier.) 
.  Page  413, 

Elevator  Hoistway.  Any  shaftway,  hatchway,  well  hole 
or  vertical  opening  or  space,  in  which  an  elevator  or 
dumbwaiter  travels.  The  hoistway  may  or  may  not  be 
enclosed.  (A.  S.  M.  E.  Code.)  If  all  four  sides  of  the 
hoistway  have  to  be  left  open  for  removal  of  load  the 
counterweight  must  run  in  a  separate  shaft. 

Elevator-Lowerer.  A  name  sometimes  applied  to  a 
package  elevator  of  the  tray  type,  equipped  for  carrying 
loads  either  up  or  down,  and  for  discharging  in  either 
run. 

Elevator  Machine.  Defined  by  A.  S.  M.  E.  Code  as  the 
machinery  and  its  equipment  used  in  raising  and  lower 
ing  the  elevator  car. 

Elevator  Safety  Governor.  A  flyball  governor  usually 
located  at  the  top  of  the  hoistway  and  acting  by  centrifu 
gal  force  to  control  the  elevator  speed  when  it  exceeds  a 
certain  amount.  Two  freely  revolving  flyballs  are  raised 
by  excessive  speed  and  actuate  a  cam  by  means  of  a  link. 
The  latter  short  circuits  a  portion  of  the  motor  field 
resistance  thereby  increasing  the  field  strength  and  de 
creasing  the  motor  speed.  A  further  upward  motion  of 
the  governor  balls  brings  a  second  cam  into  action  and 
the  latter  trips  an  eccentric  operated  by  two  coil  springs. 
The  eccentric  grips  an  endless  loose  cable,  which  passes 
the  length  of  the  shaftway,  and  connects  with  dogs  under 
neath  the  car,  the  dogs  being  set  and  power  shut  off  by 
the  gripping  and  moving  of  the  loose  cable  relative  to 
the  car.  The  dogs  can  be  set  in  most  elevators  also  by 
the  use  of  a  hand  wheel  in  the  car. 
Page  485. 

Elevator  Slack  Cable  Switch.  A  switch  ordinarily  lo 
cated  at  the  bottom  side  of  the  opening  provided  for  the 


70 


ELE 


DEFINITION    SECTION 


EXC 


passage  of  an  elevator  hoisting  cable  from  the  motor 
loom  to  the  head  frame,  and  actuated  by  a  sagging  of  the 
cable  in  case  of  any  slackness.  Also  a  similar  switch 
placed  at  the  point  of  attachment  of  the  hoisting  cable 
to  the  car. 

Page  486. 

Elevator  Take-up.  In  continuous  elevators,  the  adjust 
ing  mechanism  by  which  constant  tension  may  be  main 
tained  in  the  endless  belts  or  chains.  It  usually  consists 
of  a  pair  of  bearings  for  the  foot  wheel  which  slide  in 
straight  vertical  guides  and  are  adjusted  by  screws  work- 
in.;;  in  a  nut,  or  in  some  cases,  automatically  by  a  weight 
acting  directly  or  by  means  of  a  lever.  These  guides 
may  be  fixed  in  the  boot  sides,  or  fixed  pillow  blocks  with 
vertical  adjustment,  standing  on  the  foundation,  may 
be  used.  To  make  them  dust  proof,  some  sort  of  sliding 
shield  is  essential.  (See  also  Elevator  Boot.) 

Page  462. 

Engine.  A  machine  for  transforming  the  potential 
energy  of  a  fluid  under  pressure,  or  containing  available 
heat,  into  mechanical  work  either  by  rotating  a  shaft,  or 
by  exerting  a  push  or  pull,  or  both,  alternately,  against 
a  resistance.  Originally  meaning  almost  any  cleverly 
contrived  machine  (as  engines  of  war)  the  term  is 
becoming  more  and  more  restricted  in  its  technical 
usage,  with  a  tendency  toward  its  reservation  for  prime 
movers  of  a  definite  type.  A  reciprocating  engine  is 
usually  meant,  if  no  qualifying  term  is  used.  (See 
Engine,  Rotating ;  Engine,  Rotating ;  Engine,  Oscillat 
ing;  Engine,  Reciprocating.) 

A  few  of  the  methods  of  classifying  engines  are:  ac 
cording  to  the  medium  used  for  conveying  energy  to 
them,  as  steam,  air,  gas ;  according  to  the  position  of  the 
cylinders,  as  vertical,  horizontal,  inverted ;  according  to 
the  number  of  cylinders  and  their  arrangement,  as 
single,  double,  three-cylinder,  etc.,  or  as  simple,  com 
pound,  triple,  etc. 

Engine,  Gas.  An  internal  combustion  engine  using  as 
a  fuel  a  gas  like  natural  gas,  city  gas,  producer  gas,  blast 
furnace  gas,  by-product  coke  oven  gas,  etc.  It  may  be 
vertical  in  small  and  medium  sizes,  but  large  ones  are 
always  horizontal.  Vertical  engines  have  one  cylindei 
or  two  or  more  in  a  row;  horizontal  engines,  if  more 
than  one  cylinder,  usually  have  two  cylinders  in  line,  or 
tandem,  and  four  cylinders  in  a  double  or  duplex  tandem 
arrangement. 

In  addition  to  the  usual  reciprocating  engine  mechan 
ism,  a  gas  engine  requires  a  mixing  valve  to  control  the 
relative  amount  of  air  and  gas  drawn  into  the  cylinder, 
and  this  is  often  combined  with  the  governor  mechanism 
in  such  a  way  as  to  vary  the  quality  of  the  mixing  dur 
ing  change  of  load,  generally  weakening  it  with  de 
crease  of  load. 

Engine,  Gasoline.  An  internal  combustion  engine  using 
gasoline  as  a  fuel.  Two  types  are  in  general  use ;  the 
automobile  type,  having  two  or  four  vertical  single  act 
ing  cylinders,  two  stroke  or  four  stroke  cycle,  usually 
water  cooled  by  means  of  a  circulating  system  with 
pump  and  radiator,  and  with  jump  spark  ignition ;  the 
stationary  type,  having  a  one  horizontal  single  acting 
cylinder,  two  stroke  or  four  stroke  cycle,  water  cooled 
by  means  of  an  open  water  jacket  surrounding  the  cyl 
inder,  in  which  the  water  vaporizes,  with  jump  spark 
or  make  and  break  ignition. 

Engine,  Oscillating.  A  reciprocating  engine  in  which 
the  cylinder  swings  on  trunnions,  the  piston  rod  being 
directly  attached  to  the  crank  pin,  eliminating  the  con 


necting  rod.     Used  in  some  types  of  small  air  motors  for 
hoist  operation. 

Engine,  Reciprocating.  An  engine  in  which  a  piston 
moves  back  and  forth  in  a  cylinder,  transforming  the 
energy  of  a  fluid  under  pressure  into  mechanical  work. 
Engine,  Rotary.  An  engnc  generally  using  steam  or 
air,  in  which  the  fluid  under  pressure  is  delivered  to 
internal  spaces  which  gradually  enlarge  to  a  maximum 
and  then  reduce  to  a  small  volume,  due  generally  to  the 
eccentric  rotation  of  two  of  its  parts.  The  fluid  is  ad 
mitted,  expanded  to  the  maximum  volume  and  exhausted 
during  the  cycle,  which  may  be  a  half  or  a  whole  revolu 
tion.  All  the  principal  parts  of  the  engine  rotate,  and 
there  is  no  reciprocation. 

Engine,  Rotating.  An  engine  in  which  the  various 
parts  have  the  same  motion  relative  to  each  other  as  in 
an  ordinary  reciprocating  engine,  but  in  which  the  crank 
is  made  fast  and  the  frame  carrying  the  cylinder  rotates 
and  delivers  the  power  to  the  driven  shaft,  this  being 
an  inversion  of  the  usual  arrangement  where  the  cylinder 
and  frame  are  fixed  and  the  crank  shaft  revolves.  At 
least  three  cylinders  arc  used,  in  order  to  obtain  good 
balance,  and  they  are  usually  mounted  in  a  circular 
frame. 

These  engines  are  steam,  air  or  internal  combustion 
driven  and  have  certain  advantages  in  the  way  of  smooth 
running,  high  speed  and  light  weight. 

Escalator.  A  moving  apron  type  of  elevator-conveyor 
set  at  an  inclination  corresponding  to  that  of  ordinary 
stairways,  and  used  for  conveying  persons  or  freight  up 
or  down.  Two  types  are  in  use,  the  cleat,  and  the  step. 
The  former  is  simply  an  inclined  apron  elevator  with  its 
surface  covered  with  parallel  cleats  pointing  along  the 
run,  and  with  tops  sloped  so  as  to  resemble  a  miniature 
step.  These  cleats  pass  between  the  prongs  of  a  comb 
at  bottom  and  top,  picking  up  and  discharging  the  pas 
senger  or  other  load  almost  automatically. 

The  step  type  acts  like  a  moving  platform  on  the 
horizontal  sections  at  the  top  and  bottom,  but  breaks  into 
steps  as  it  approaches  the  slope  in  a  vertical  curve. 
Each  step  is  carried  by  two  rollers  at  each  end,  those  on 
the  rear  side  running  on  rails  inside  the  front  ones.  On 
the  incline  the  inside  rails  are  set  far  enough  back  of 
the  outer  ones  to  hold  the  step  level.  The  steps  are  all 
connected  to  chains  passing  around  sprockets  at  the  top 
and  bottom,  and  the  drive  is  usually  at  the  head. 

Escalators  may  be  made  reversible ;  if  two  are  placed 
side  by  side,  one  running  up  and  one  down,  it  is  called  a 
duplex  arrangement ;  if  the  two  always  run  in  the  same 
direction,  it  is  termed  a  double  file  escalator. 
Escalator,  Freight.  An  escalator,  usually  of  the  cleat 
type,  especially  adapted  for  the  elevating  or  lowering  of 
material  in  wheeled  containers  or  trucks  accompanied  by 
operatives,  by  the  provision  of  suitable  hooks  or  lugs  on 
the  moving  apron  to  engage  the  axles  or  special  pro 
jections  on  the  bottom  of  the  vehicles.  (See  also  Ele 
vator,  Apron.) 

Excavator.  A  machine  used  on  land  for  digging  various 
materials,  lifting  them  and  depositing  them  in  a  new 
location.  The  materials  handled  vary  from  soft  loose 
substances  like  sand  through  a  wide  range  approaching 
soft. rock;  hard  rock  must  be  blasted  or  otherwise  broken 
up.  The  corresponding  machine  for  digging  under  water 
is  usually  called  a  dredge ;  some  machines  can  be  and 
are  used  in  either  work. 

The  machines  all  include  a  combined  digging  and  con 
taining  element  corresponding  to  the  combination  of  a 


71 


EXC 


MATERIAL    HANDLING    CYCLOPEDIA 


EXC 


hand  pick  and  shovel,  an  operating  mechanism  for 
handling  the  digging  element  and  dumping  its  load  where 
desired,  and  a  skid,  car  or  truck  on  which  it  is  mounted 
and  by  means  of  which  it  is  moved  from  place  to  place. 
Some  types  of  so-called  excavating  machinery  are  fixed 
in  place,  hut  these  are  really  machines  for  rehandling 
material  brought  to  them. 

Kxcavators  may  be  classed  according  to  the  nature  of 
the  digging  clement,  as  power  shovels,  drag  buckets, 
grab  buckets  and  chain  bucket  or  ladder  excavators ;  and 
according  to  the  power  used,  as  steam,  gasoline,  electric, 
etc. 

Some  types  dig  below  the  level  on  which  the  machine 
stands,  some  above,  and  some  can  do  both.  Some  bring 
the  excavated  material  to  a  fixed  point  for  dumping; 
some  must  be  followed  by  cars  to  contain  the  spoil,  some 
have  a  long  enough  reach  to  deposit  the  material  a  con 
siderable  distance  from  the  excavation,  while  others 
return  it  to  the  excavation  behind  the  machine  after  it 
has  moved  along.  Some,  like  trenching  and  ditching 
machines,  are  designed  to  produce  an  excavation  of  a 
particular  form,  but  the  majority  can  be  adapted  to 
miscellaneous  forms  of  excavation. 

Page  235. 

Excavator,   Drag-line.     See    Drag-line    Excavator. 
Excavator,    Grab   Bucket.      An    excavating   machine    in 
which   the    digging   element     is     a     grab     bucket.      (See 
Bucket,  Grab.) 

Various  types  of  cranes  are  used  to  handle  the  bucket, 
the  most  common  probably  being  a  locomotive  crane. 

Another  common  type  consists  of  a  platform  on  wheels 
or  skids,  with  an  A-frame  derrick  at  one  end,  the  wind 
ing  machinery  in  the  middle  and  the  boiler  at  the  other 
end.  The  boom  is  often  worked  at  a  fixed  inclination,  or 
there  may  be  a  variable  topping  lift.  In  the  arrange 
ment  known  as  automatic  swinging  the  hoisting  rope  from 
the  two-rope  bucket  is  led  from  the  boom  point  sheave 
to  a  guide  on  one  leg  of  the  A-frame  and  thence  to  the 
hoisting  drum.  The  bucket  lowering  line  is  led  through 
a  guide  sheave  on  the  other  leg.  During  hoisting  the 
pull  is  in  one  direction,  tending  to  swing  the  boom  so 
that  the  bucket  arrives  over  the  dumping  point  at  the 
time  it  is  at  the  proper  height  for  dumping;  when  the 
hoisting  line  is  released  and  the  load  dumped  the  tension 
in  the  lowering  line  causes  the  boom  to  swing  back  to 
the  digging  position.  Reversal  of  the  lines  causes  the 
swinging  to  be  reversed.  If  spoil  must  lie  dumped  on 
either  side  a  bull  wheel  swing  is  used,  and  a  separate 
slewing  engine  or  slewing  attachment  is  required. 

Grab  bucket  excavate  rs  are  the  only  type  which  can 
dig  to  great  depths  or  within  small  enclosures  like 
caissons,  coffer  dams,  etc. 

Excavator,  Skid.  An  excavating  machine  mounted  on 
a  platform  which  is  supported  on  skids;  rollers  under 
neath  these  skids  rest  on  a  temporary  timber  trackway 
laid  on  the  ground.  To  move  the  machine  a  bridle  is 
attached  to  the  rear  of  the  platform,  to  this  a  block  and 
tackle,  and  this  i>  in  turn  connected  to  a  long  piece  of 
wire  ro\K  which  is  made  fast  at  the  far  end  to  a  dead- 
man  or  other  suitable  anchorage.  The  tackle  is  operated 
by  a  winch  on  the  excavator. 

Various  types  of  digging  and  operating  mechanisms  are 
mounted  on  skids,  such  as  grab  buckets,  dippers,  chain 
buckets,  etc. 

Excavator,  Slack-rope  Cableway.  An  arrangement  for 
excavating  and  handling  bulk  material,  comprising  a 
drag-line  scraper  bucket  attached  to  a  trolley  or  carrier, 
which  runs  on  a  track  rope  spanning  the  area  to  be 


excavated,  a  tower  for  elevating  one  end  of  the  track 
rope,  a  block-and-tackle  rig  arranged  to  tighten  or 
slacken  the  track  rope  according  as  the  rope  in  the 
tackle  (called  the  slack  rope)  is  wound  in  or  out  on 
the  drum  of  a  winch,  and  a  pulling  or  drag  rope  leading 
from  the  bucket  to  another  drum  of  the  winch.  With 
the  bucket  at  the  outer  end  of  the  track  rope,  the  track 
rope  is  slackened,  allowing  it  to  sag  and  let  the  bucket 
drag  in  the  material,  where  it  fills  as  it  is  pulled  along. 
When  full,  the  track  rope  is  tightened,  raising  the 
bucket  clear ;  continued  winding  of  the  pulling  rope  will 
run  the  carrier  to  the  dumping  point,  where  it  can  be 
dumped  by  pulling  on  a  trip  rope,  which  releases  a  latch 
and  allows  the  bucket  to  dump  either  front  or  Lack,  or 
by  running  the  trolley  carrying  the  bucket  against  a 
fixed  stop  on  the  track  rope,  which  will  cause  a  similar 
action.  Releasing  the  pulling  line  will  allow  the  trolley 
and  bucket  to  run  down  to  the  other  end,  for  another 
trip.  If  conditions  will  not  allow  sufficient  slope,  a  tail 
or  back-haul  rope  can  be  used  to  return  the  bucket  to  the 
starting  point,  but  this  requires  an  additional  winch 
drum.  When  sufficient  depth  of  cut  has  been  made  at 
one  point,  either  the  tower  or  the  anchorage  at  the 
remote  end,  or  both,  are  moved.  Occasionally  the  rope 
passes  over  a  sheave  on  the  tower  and  is  fastened  to 
an  anchorage  or  deadman  at  the  rear,  the  same  as  at 
the  outer  end ;  this  relieves  the  tower  of  the  horizontal 
pull. 

This  apparatus  can  also  be  used  to  excavate  at  a  high 
level  and  deliver  to  a  low  level,  by  a  reversal  of  opera 
tions. 

Excavator,  Tower.  See  Excavator,  Slack-rope  Cable- 
way.  The  term  is  sometimes  applied  to  a  slack-rope 
cableway  excavator  when  the  necessary  height  for  op 
erating  the  track  rope  is  obtained  by  a  tower,  rather  than 
by  the  natural  conformation  of  the  land.  The  tower  is 
often  movable. 

Excavator,  Trench.  An  excavating  machine  designed 
especially  for  digging  vertical  wall  trenches  for  laying 
lines  of  piping,  sewers,  etc.  The  usual  arrangement  in 
volves  a  chain  bucket  or  ladder  digging  arrangement 
mounted  at  the  rear  of  a  truck  on  wheels  or  a  track- 
laying  truck,  a  belt  conveyor  for  conveying  the  dirt  from 
the  bucket  dumping  point  at  the  top  of  the  ladder  to  the 
spoil  bank  at  the  side,  and  a  boiler  and  engine  for 
driving  the  machinery  and  moving  the  whole  excavator 
slowly  along  the  trench.  The  ladder  usually  slopes 
downward  to  the  rear,  the  buckets  scrape  the  dirt  off 
the  end  of  the  cut  on  the  way  up,  and  dump  as  they 
pass  over  the  top  sprocket,  which  also  does  the  driving. 
Side  cutters  are  attached  directly  to  the  chains.  The 
width  of  the  trench  may  be  altered  by  changing  the 
buckets  for  others  of  a  different  length  and  the  machine 
cuts  the  full  width  and  depth  (which  can  be  varied)  at 
one  cut.  The  ladder  may  be  swung  up  horizontally  when 
the  excavator  is  to  be  moved  to  a  new  location ;  it  begins 
the  trench  by  digging  as  it  is  swung  down.  The  belt 
conveyor  can  be  arranged  to  deliver  the  spoil  to  either 
side  and  to  any  height  within  the  capacity  of  the 
machine. 

Another  type  has  a  digging  element  which  is  as  wide 
as  the  narrowest  trench  to  be  dug,  and  digs  wider 
trenches  by  oscillating  the  digger  transversely  by  means 
of  an  adjustable  worm  gear  drive. 

Still  another  type  has  a  large  wheel  with  digging 
buckets  on  its  periphery.  The  wheel  is  rotated  while  its 
supporting  car  is  moved  forward. 

Trench    excavators   are   driven   by    steam     or     internal 


72 


EXC 


DEFINITION    SECTION 


FEE 


combustion  engines,  and  occasionally  by  electric  motors. 
If  they  are  mounted  on  track-laying  or  tractor  wheels, 
they  are  moved  along  the  trench  by  their  own  power;  if 
on  skids  and  rollers  they  are  moved  by  a  cable  attached 
to  an  anchorage  in  advance,  this  cable  being  wound  on  a 
drum  on  the  excavator  as  it  progresses. 
Page  239. 

Excavator  Engine.  Term  applied  to  a  two-drum  steam- 
driven  winch  especially  arranged  for  operating  two-rope 
grab  buckets,  or  drag  line  excavators.  (See  Winch, 
Drag-line  Kxcavator. ) 

Exhauster,  Centrifugal.  A  centrifugal  fan  used  for 
withdrawing  air  or  any  other  gas  from  a  space  and 
delivering  it  outside  the  space  or  to  a  distant  point. 

Expansion  Joint.  A  joint  or  connection  which  permits 
expansion  due  to  heat  or  other  causes.  In  piping  expan 
sion  joints  are  of  the  sliding  or  telescoping  ty]>e,  of  the 
flexible  bend  type,  or  of  the  corrugated  cylinder  or 
diaphragm  type.  Expansion  in  rails  is  allowed  for  by- 
leaving  open  spaces  between  the  rail  ends,  though  less 
attention  is  paid  to  this  than  formerly,  and  the  rails  arc 
even  welded  together  continuously  for  long  sections. 
Buildings,  bridges,  concrete  structures,  pavements,  long 
crane  runways,  etc.,  are  provided  with  means  of  taking 
care  of  expansion,  in  good  practice. 

Eye.  A  hole  through  a  pin,  bolt,  etc.,  or  a  metal  piece 
or  rope  looped  so  as  to  form  an  opening  through  which 
something  can  pass,  as  a  hook  or  rope. 

Eye  Bar.  A  long  bar  having  an  eye  in  each  end,  like 
the  tension  members  of  some  bridge  structures. 

Factor  of  Safety.  A  quantity  which,  if  multiplied  by  the 
working  stress  in  a  part  under  load,  will  give  a  quantity 
equivalent  to  the  ultimate  strength  of  the  material  of  the 
part.  This  is  the  nominal  or  so-called  apparent  factor 
of  safety,  and  to  say  that  a  factor  of  safety  is  four  does 
not  mean  that  the  part  can  be  subjected  to  four  times 
the  working  load  before  rupture.  The  real  factor  of 
safety  involves  allowances  for  the  following:  The  kind 
of  loading  as  steady  or  dead,  variable  or  reversing;  the 
elastic  limit  of  the  material;  the  method  of  applying  the 
load — gradually,  suddenly,  or  with  shock ;  and  for 
ignorance  as  to  the  internal  condition  of  the  material — 
its  defects,  etc.  In  any  material  having  an  elastic  limit, 
the  actual  factor  of  safety  will  be  less  than  the  nominal 
in  proportion  to  the  ratio  of  the  elastic  limit  to  the 
ultimate  strength. 

Suddenly  applied  loads  produce  double  the  stress  that 
a  gradually  applied  load  produces,  and  loads  applied  with 
shock,  as  by  dropping,  may  produce  enormous  stresses, 
dependent  on  the  load  and  the  distance  dropped  and  the 
amount  of  elasticity  of  the  part  loaded.  The  greater 
this  elasticity  the  less  the  resulting  maximum  stress 
from  a  suddenly  applied  load,  and  the  amount  of  energy 
which  a  structure  or  part  can  thus  absorb  from  a  sud 
denly  applied  load  is  termed  its  resilience.  Therefore, 
extreme  rigidity  in  a  structure  is  not  always  desirable, 
as  the  latter  may  receive  serious  damage  from  a  shock 
which  would  only  cause  a  temporary  deflection  in  a 
resilient  structure. 

Shocks  in  material  handling  machinery  are  caused  by 
unevenness  or  openness  of  rail  joints,  flat  wheels,  drop 
ping  of  a  load  upon  a  platform,  slipping  of  chain  links 
(which  may  be  especially  violent"!,  sudden  picking  up  of 
a  load  by  a  part  moving  at  considerable  speed,  etc. 
Where  such  shocks  are  unavoidable,  parts  must  be  made 
much  stronger  than  the  conditions  of  static  loading  would 
indicate,  or  else  cushions  of  rubber,  steel  springs,  or  an 
elastic,  springy  construction  should  be  used. 


The  nominal  factor  of  safety  in  ordinary  crane  struc 
tures  is  five  or  six. 

Fairleads.  Fittings  used  to  guide  rope  or  chain  so  that 
it  is  delivered  "fairly"  or  in  the  plane  of  the  receiving 
sheave  or  drum.  They  may  be  drums,  guide  sheaves,  or 
rollers,  or  merely  smooth  eyes  or  guides  over  which  the 
rope  or  chain  can  slide  easily. 

Fair-leader.  A  guide  or  guard  for  leading  rope  or  chain 
properly  onto  a  sheave  or  drum,  usually  consisting  of  a 
smooth  rounded  opening  in  a  metal  plate.  Where  much 
wear  is  expected  it  is  renewable.  Another  type  often 
used  with  grab  buckets  consists  of  a  guide  sheave,  with 
two  rollers  located  on  opposite  sides  of  the  rope  close  to 
the  point  of  contact  with  the  sheave.  A  third  roller  is 
placed  across  the  plane  of  the  sheave,  thus  completely 
enclosing  the  rope  in  four  rolling  surfaces  so  that  it  can 
not  chafe.  Two  sheaves  and  two  rollers,  with  their  axes 
at  right  angles,  are  also  used.  Also  called  a  four-way 
rope  guard. 

Fall.  By  common  usage,  the  entire  length  of  rope  in  a 
tackle,  though  a  strict  adherence  to  the  term  limits  its 
application  to  the  end  to  which  power  is  applied.  The 
end  secured  to  the  block  is  called  the  standing  part,  the 
opposite  end,  the  hauling  part. 

Fan,  Centrifugal.  A  centrifugal  compressor  designed 
for  delivery  of  large  quantities  of  air  at  a  slight  pressure 
above  the  atmosphere,  this  pressure  usually  being  ex 
pressed  in  inches  of  water.  The  impeller  or  wheel  is 
mounted  on  a  shaft,  and  driven  directly  or  by  belt  from 
an  engine  or  motor,  or  by  a  lielt  from  a  line  shaft.  Air 
is  drawn  in  at  or  near  the  shaft,  is  whirled  by  blades 
on  the  wheel,  and  moves  radially  outward  on  account  of 
the  centrifugal  force  developed  by  the  whirling  motion. 
It  flows  into  the  casing,  which  is  often  spiral  or  scroll 
shaped  and  leads  the  air  to  the  fan  outlet  by  a  passage 
of  gradually  increasing  sectional  area. 

Centrifugal  fans  are  used  largely  for  producing  draft 
for  combustion,  for  ventilation,  and  for  conveying  light 
line  material  which  can  be  easily  picked  up  by  a  current 
of  air,  such  as  grain,  shavings,  ashes  and  cement.  They 
are  also  much  used  as  exhausters,  or  where  air  is  to  be 
removed  from  a  space  at  a  pressure  slightly  below  the 
atmosphere,  and  delivered  to  the  atmosphere. 

Feeder.  A  machine  designed  to  deliver  a  more  or  less 
uniform  supply  of  bulk  material  to  a  conveyor,  crusher 
or  other  machine,  receiving  its  supply  from  a  hopper 
or  similar  bulk  container.  It  replaces  the  attendant  who 
would  otherwise  be  required  to  manipulate  a  gate,  and 
will  produce  a  more  even  flow  than  is  possible  with  hand 
regulation.  Some  types  will  measure  with  considerable 
accuracy  the  amount  of  material  passing. 

Feeders  may  be  continuous  or  intermittent  according  to 
whether  a  steady  uniform  supply  or  an  intermittent  supply 
of  equal  quantities  at  regular  intervals  is  delivered :  the 
nature  of  the  machine  fed  often  determines  this  re 
quirement.  Some  feeders  can  be  operated  either  way. 
Feeders  may  also  be  classed  as  rotary,  reciprocating  or 
conveyor  according  to  the  character  of  motion  of  the 
principal  moving  part.  Rotary  feeders  include  the  roll, 
rotary  paddle,  cam,  rotating  plate,  and  rotary  grizzly : 
reciprocating  feeders  include  the  reciprocating  plate,  re 
ciprocating  bar,  shaking,  plunger,  swinging  plate,  auto 
matic  gate  and  zigzag  feeders :  and  the  conveyor  type 
feeders  comprise  apron,  belt,  chain  and  screw  arrange 
ments.  Feeders  which  completely  empty  themselves  are 
termed  self-cleaning;  there  is  no  chance  for  these  to 
freeze  up  in  cold  weather.  Feeders  located  directly 


73 


FEE 


MATERIAL    HANDLING    CYCLOPEDIA 


FEE 


under  the  hopper  and  carrying  the  hooper  load  on  a 
moving  part  will  prevent  bridging.  Some  feeders  tend 
to  compress  the  material  and  should  not  be  used  with 
materials  which  pack.  A  few  feeders,  especially  those 
supplying  a  crusher,  will  perform  a  rough  screening 
operation.  (See  Screen.) 

Most  feeders  are  fixed  in  position,  but  where  a  moving 
conveyor  must  be  fed  from  a  number  of  different  points, 
a  traveling  feeder  that  can  be  moved  (or  can  propel 
itself)  from  one  position  to  another  is  often  used. 

Feeders  are  most  satisfactorily  driven  by  gears,  but 
where  very  slow  speed  with  considerable  variation  is  re 
quired,  a  pawl  and  ratchet  driven  by  a  crank  and  eccentric 
are  convenient.  A  feeder  should  be  driven  from  the  ma 
chine  it  feeds,  so  that  in  case  the  latter  stops,  the  feeder 
will  also  stop  and  not  choke  it  up.  A  clutch  is  also  pro 
vided  so  that  the  feeder  can  be  stopped  to  allow  the 
succeeding  machinery  to  be  emptied  when  desired,  for 
repairs  or  cleaning. 

Feeder,  Apron.  A  feeder  in  which  a  short  section  of 
apron  conveyor  is  placed  with  its  receiving  end  beneath 
a  hopper  opening  from  which  it  receives  material,  and 
which  discharges  it  at  the  other  end  into  a  crusher  or 
elevator,  or  onto  a  conveyor.  It  may  slope  upward  if  the 
head-room  limitations  require  it.  Shallow  steel  pans  are 
used  for  coal,  and  heavy  overlapping  steel  plates  for  ore. 
Feeder,  Automatic  Gate.  A  hopper  or  spout  discharge 
gate  of  the  quadrant  gate  or  sliding  gate  type  which  is 
used  as  a  feeder,  and  is  periodically  opened  and  shut 
by  a  revolving  eccentric  of  adjustable  eccentricity,  or  by 
equivalent  means.  The  width  of  the  opening  is  also  ad 
justable. 

The  feeder  can  be  operated  by  the  buckets  of  a  con 
veyor  in  such  a  way  that  it  opens  and  closes  at  the  proper 
times  to  fill  each  bucket  passing  beneath  it. 
Feeder,  Automatic  Screw.  A  feeder  consisting  of  a 
section  of  screw  conveyor  in  a  trough  immediately  be 
low  a  hopper  discharge,  and  rotated  uniformly  (subject 
to  adjustment)  by  power.  A  gate  in  the  hopper  bottom 
can  also  be  used  to  control  the  flow  to  the  screw  trough. 
The  discharge  is  fairly  continuous  with  a  single  flight, 
but  much  more  so  with  a  double  flight  screw.  The  feeder 
discharge  may  be  in  the  end  or  the  bottom  of  the  trough. 
Feeder,  Belt.  A  conveyor  in  which  a  short  section  of 
belt  conveyor  has  its  receiving  end  placed  beneath  a 
hopper  discharge  opening,  and  its  discharge  end  over  the 
conveyor  or  crusher  which  it  is  to  feed.  The  supply 
from  the  hopper  is  controlled  by  an  adjustable  gate. 
The  head  pulley  is  often  of  the  magnetic  type  to  re 
move  stray  or  "tramp"  iron  if  the  feeder  supplies  a 
crusher. 

Feeder,  Cam.  A  feeder  in  which  a  cylinder  with  pock 
ets  having  curved  walls  resembling  cam  surfaces  is  placed 
in  a  chute  of  rectangular  section,  completely  obstructing 
it  except  for  the  material  carried  past  in  the  pockets, 
when  the  cylinder  rotates  on  its  shaft.  If  the  material 
flons  readily,  the  pockets  will  fill  so  uniformly  that  the 
feeder  can  be  used  to  measure  it.  (See  also  Feeder,  Ro 
tating  Paddle.) 

Feeder,  Chain.  A  feeder  in  which  the  lower  run  of  a 
short  horizontal  drag  refuse  chain  conveyor  is  used  to 
drag  the  material  discharged  from  a  hopper  opening  along 
a  horizontal  trough,  and  feed  it  into  a  crusher  or  con 
veyor.  It  is  driven  at  an  adjustable  speed  from  the  dis 
charge  end  sprockets,  and  the  feed  end  may  be  fixed  or 
loose;  the  latter  arrangement  allows  it  to  be  lifted  onto 
a  pile  and  to  dig  down  into  it. 


Feeder,  Cutting.  A  device  which  feeds  a  bulk  material 
like  moist  sand  from  a  hopper  discharge  opening  onto  a 
conveyor,  consisting  of  a  series  of  parallel  flat  bars 
pivoted  vertically  on  fixed  pins  at  one  end,  and  at  the 
other  pivoted  on  a  bar  which  can  be  oscillated  horizontal 
ly.  The  oscillations  of  the  bars  continually  cut  or  slice 
off  the  sand  which  crowds  down  through  the  rather  large 
hopper  opening. 

Feeder,  Plunger.  A  reciprocating  feeder  located  below 
the  discharge  of  a  hopper,  and  having  a  horizontal  square 
section  plunger  operated  by  a  crank  shaft  or  eccentric, 
arranged  to  push  the  material  flowing  down  from  the 
hopper  outward  along  a  horizontal  plate  until  it  falls  off 
the  edge.  When  the  plunger  is  withdrawn,  more  mate 
rial  descends  in  front  of  it.  The  length  of  stroke  and 
number  of  strokes  per  minute  can  be  varied  to  suit  the 
discharge  required. 

A  single  plunger  gives  a  regular  intermittent  feed.  If 
more  uniform  feeding  is  required,  two  plungers  actuated 
by  opposed  eccentric  or  cranks  may  be  used  (called  a 
double  plunger  feeder),  or  three  may  be  used  placed  at 
120  deg. 
Also  called  a  push  plate  feeder. 

Feeder,  Reciprocating  Bar  or  Reciprocating  Grizzly.  A 
reciprocating  plate  feeder  in  which  the  end  of  the  plate 
is  made  up  of  uniformly  spaced  bars,  through  which 
the  fine  portion  of  the  material  will  drop ;  the  large  pieces 
carry  over  the  ends.  When  used  to  feed  a  crusher  the 
fine  material  may  by-pass  the  crusher  thus  lightening  the 
load  on  it.  When  feeding  a  belt  conveyor,  it  allows  the 
lumps  to  be  deposited  on  top  of  the  previously  laid  fine 
material,  thus  saving  wear  on  the  belt  and  allowing  a 
somewhat  steeper  slope ;  on  a  picking  table  this  arrange 
ment  aids  the  picking  operation.  Also  called  fingered 
reciprocating  feeder. 

Feeder,  Reciprocating  Plate.  A  feeder  consisting  of  a 
specially  formed  hopper  bottom  beneath  which  a  hori 
zontal  plate  supported  on  wheels  or  rollers  or  by  hinged 
supporting  rods  can  be  moved  back  and  forth.  The  front 
end  projects  over  the  conveyor  or  crusher  that  is  being 
fed;  the  rear  end  is  sufficiently  long  to  remain  always 
under  the  hopper.  As  the  plate  moves  forward,  the  mate 
rial  on  it  also  moves,  partially  restrained  by  an  adjustable 
gate,  and  fresh  material  falls  in  behind  it  from  the  hop 
per.  When  the  plate  returns  the  material  on  it  cannot 
move  back,  therefore  the  plate  slides  from  underneath 
the  part  toward  the  front,  and  it  falls  off.  In  addition 
to  the  gate  adjustment,  the  length  of  stroke  and  number 
of  strokes  can  be  varied ;  also,  if  it  is  desired  to  by-pass  a 
crusher,  the  eccentric  rods  may  be  connected  to  the  plate 
at  a  point  farther  back,  so  that  the  front  end  of  the  plate 
extends  beyond  the  crusher  receiving  hopper,  to  a  by-pass 
opening  arranged  for  it. 

A  reciprocating  plate  feeder  is  sometimes  made  narrow 
enough  to  allow  it  to  be  set  between  the  ties  of  a  railway 
track,  receiving  the  discharge  from  dump  cars  and  feeding 
it  to  an  inclined  elevator  beside  the  right-of-way.  The 
plate  is  oscillated  by  an  eccentric  driven  from  the  ele 
vator. 

Feeder,  Roll.  An  automatic  feeder  consisting  of  a  large 
roll  on  a  horizontal  shaft,  placed  under  and  slightly  to 
one  side  of  a  hopper  discharge  opening  in  such  a  posi 
tion  that  material  will  not  flow  when  the  roll  is  at  rest, 
but  when  it  is  rotated  slowly  in  one  direction,  material 
will  be  carried  over  the  highest  point  and  discharged  to 
the  conveyor  or  crusher  beyond.  The  rotation  is  inter 
mittent,  by  a  pawl  and  ratchet  through  a  variable  throw 


74 


FEE 


DEFINITION    SECTION 


FLO 


eccentric,  or  is  continuous  with  variable  speed.  An  ad 
justable  Rate  in  the  hopper  controls  the  discharge  by 
varying  the  thickness  of  the  layer  passing  over  the 
wheel.  Cleats  are  sometimes  added  to  the  face  of  the 
roll  to  give  a  better  grip  on  the  material. 

Feeder,  Rotary  Disc  or  Rotary  Grizzly.  See  Screen, 
Rotating  Disc. 

Feeder,  Rotary  Paddle.  A  feeder  consisting  of  a  paddle 
wheel  with  four  rectangular  equally  spaced  radial  blades 
of  a  length  equal  to  the  width  of  the  chute  in  which  it  is 
placed,  and  with  its  shaft  carried  in  bearings  in  the 
chute  sides.  The  bottom  of  the  chute  is  slightly  depressed 
under  the  rotor,  which  fits  it  closely.  The  direction  of 
rotation  is  such  that  the  quadrant  shaped  pockets  fill  and 
carry  over  the  shaft,  discharging  into  the  lower  extension 
of  the  chute.  The  feeder  may  be  rotated  continuously  at 
a  variable  slow  speed,  or  intermittently  one  quarter  of  a 
turn  at  a  time ;  to  prevent  bridging  and  to  ensure  com 
plete  filling  of  the  pockets,  an  agitator  is  sometimes  placed 
above  it.  Where  the  material  is  very  fine,  all  parts  may 
be  made  practically  dust  tight.  Instead  of  four  pockets, 
a  cylinder  with  a  single  pocket  is  sometimes  used.  Either 
arrangement  will  feed  so  uniformly  when  handling  mate 
rial  which  flows  easily  that  it  can  be  used  to  measure  the 
quantity  fed.  (See  also  Feeder,  Cam.) 

Feeder,  Rotating  Plate.  A  feeder  consisting  of  a 
slightly  inclined  disc  placed  with  one  side  of  its  top 
face  under  a  hopper  opening,  and  rotating  so  as  to  carry 
the  material  continuously  out  under  an  adjustable  gate  to 
a  point  where  it  can  be  scraped  off  the  disc  by  diagonal 
fixed  skirt  boards.  In  addition  to  the  variation  in  the 
thickness  of  the  layer  made  possible  by  the  gate,  the  speed 
of  rotation  can  be  varied. 

Feeder,  Shaking.  A  feeder  in  which  a  slightly  inclined 
plate  or  pan  is  suspended  beneath  a  hopper  opening  in 
such  a  position  that,  when  at-  rest,  material  cannot  flow 
from  the  hopper  over  the  end  of  the  pan,  but  when 
shaken  horizontally  by  rotation  of  eccentrics,  the  mate 
rial  will  move  uniformly  down  the  pan  and  over  its  edge. 
The  rate  of  feed  depends  on  the  number  of  oscillations, 
their  stroke,  and  the  inclination  of  the  pan ;  the  two  last 
are  the  ones  varied  in  most  installations.  Owing  to  its 
inclination,  this  feeder  is  self-cleaning,  and  is  therefore 
advantageous  in  freezing  weather. 

Feeder,  Swing-hammer  Regulating  Gate  for.  A  gate  for 
holding  back  the  flow  of  unsized  material  from  a  hopper 
to  a  feeder,  consisting  of  a  row  of  heavy  pendulums  or 
hammers,  which  are  easily  deflected  by  large  lumps  con 
tained  in  the  material  and  allow  them  to  pass  without 
damage  to  the  gate.  This  form  is  sometimes  substituted 
for  the  more  common  solid  sliding  gate  controlled  by  a 
lever  or  rack  and  pinion. 

Feeder,  Swinging  Plate.  A  feeder  similar  to  the  plunger 
feeder,  but  having  instead  of  the  sliding  plungers,  one  or 
more  plates  hinged  at  the  top  to  the  feeder  frame,  and 
swung  back  and  forth  by  eccentrics  connected  to  their 
lower  edges.  The  material  descends  from  the  hopper 
in  front  of  them ;  as  they  alternately  swing  forward  they 
push  it  forward,  and  on  their  return  the  space  made 
vacant  is  filled  by  the  descent  of  fresh  material. 

Feeder,  Traveling.  A  feeder  which  is  mounted  on 
wheels  running  on  rails,  and  can  be  drawn  or  self-pro 
pelled  to  any  desired  point  for  operation.  (See  Hopper, 
Traveling;  Hopper,  Belt  Feeding.) 

Feeder,  Traveling  Grizzly  Bar  or  Traveling  Bar.  See 
Screen,  Traveling  Bar. 


Feeder,  Zigzag.  A  feeder  intended  for  materials  like 
clay,  consisting  of  a  set  of  heavy  steel  bars  placed  at  the 
bottom  of  a  hopper  and  supporting  the  weight  of  the 
contents.  They  are  given  a  zigzag  motion  by  connection 
to  an  external  rocking  member,  which  exerts  a  shear 
ing  action  on  the  clay  and  allows  it  to  fall  through. 
Stones  and  frozen  lumps  are  not  thus  sheared,  but  re 
main  on  top  of  the  bars  where  they  cause  no  harm  to  the 
succeeding  machinery,  and  are  removed  by  hand  when 
the  feeder  is  emptied  at  convenient  intervals. 

Felloe.  The  circular  rim  of  a  wooden  wheel,  into  which 
the  outer  ends  of  the  spokes  are  inserted. 

Ferrule.  A  short  cylindrical  tube  fitted  on  the  end  of 
another  tube  or  cylinder  of  steel,  wood,  etc.,  to  reinforce 
it  or  to  prevent  undue  wear.  Ferrules  are  often  combined 
with  caps  or  discs  covering  the  ends  of  the  part  in  ques 
tion,  and  occasionally  have  an  axially  or  radially  project 
ing  flange.  A  good  example  of  the  latter  is  in  the  type 
of  roller  used  in  roller  conveyors  for  handling  brick. 

Fines.  The  name  given  to  the  finer  material  in  screen 
ing  operations,  especially  to  the  smallest  of  the  material 
which  passes  through  a  given  mesh  or  perforation  mixed 
with  other  sizes  up  to  the  maximum  allowed  by  the  open 
ings  of  the  screen. 

Fish-bellied.  The  term  applied  to  a  beam  when  the 
depth  is  decreased  toward  the  ends  in  order  to  approxi 
mate  a  beam  of  uniform  strength.  The  top  of  the  beam 
is  usually  straight  and  horizontal,  the  lower  outline 
curves  upward  toward  the  ends,  the  shape  being  approxi 
mately  that  of  a  parabola  with  the  axis  vertical. 

Fittings,  Pipe.  The  term  applied  to  the  various  con 
nections,  outlets  and  other  attachments  for  pipe,  exclud 
ing  valves. 

Flange.     The   turned  edge  of  a  rolled   structural  shape. 
Also   a    circular   plate    with    thickened   hub   around    a 
hole  in  the  center,  used  for  coupling  pipes  or  shafts. 

Also  the  flat  rim  around  an  opening  in  a  casting,  for 
attaching  another  part  or  a  cover,  as  a  cylinder   flange. 

Fleet.  A  term  applied  to  the  passing  of  a  rope  through 
a  machine  or  around  a  sheave,  as  opposed  to  fastening 
or  dead-ending  it.  A  rope  fleets  through  a  grab  bucket 
when  the  latter  is  suspended  in  the  bight  of  the  rope; 
it  is  dead-ended  in  it  when  it  is  made  fast  to  some  part 
of  the  bucket. 

Flexible  Coupling.     See  Coupling,  Joint,  Shafting,  etc. 

Flight.  The  part  of  a  flight  conveyor  which  comes  in 
contact  with  the  material  or  package  conveyed,  moving 
it  by  reason  of  its  connection  with  the  conveyor  chains 
or  cable.  Also,  the  helical  portion  of  a  screw  as  used  in 
a  screw  conveyor,  comprising  one  complete  turn.  Also, 
a  succession  of  steps  on  which  persons  may  ascend  or 
descend,  as  a  flight  of  stairs. 

Float.  A  floating  platform  or  shallow  scow-shaped 
boat  with  a  deck,  used  as  a  landing  platform.  Also,  such 
a  craft  used  around  shipping  for  miscellaneous  work  pur 
poses,  such  as  painting.  (See  also  Float.  Car.) 

Float,  Car.  A  large  full-bodied  or  scow-shaped  boat 
with  a  level  deck  on  which  rails  are  laid  for  carrying 
railway  cars,  and  which  is  used  as  a  means  of  ferrying 
them  from  one  railway  water  terminal  to  another.  Gen 
erally  without  means  of  self-propulsion ;  if  this  is  pro 
vided,  it  is  called  a  ferry. 

Flow  Diagram.  A  diagrammatic  representation  of  the 
paths  taken  by  a  material  and  its  various  subdivisions  as 
it  passes  through  a  plant  in  which  continuous  operations 
are  performed  on  it.  Flow  diagrams  are  often  made  out 


75 


FOO 


MATERIAL    HANDLING    CYCLOPEDIA 


GAN 


for  crushing,  screening  and  washing  plants,  cement  plants, 
brick  plants,  etc. 

Also  called  flow  sheet. 
Foot  Block.     The  metal  fitting  secured  to  the  foot  of  a 

derrick  mast.     (See  Derrick  Bottom.) 

Footway  or  Footwalk.  A  platform  or  passageway  ar 
ranged  to  allow  the  passage  of  people  walking.  In 
overhead  crane  structures  footways  are  placed  where 
needed  on  the  bridge  to  provide  accessibility  to  the 
machinery.  Footways  are  also  often  arranged  along  con 
veyor  runways  which  would  otherwise  be  inaccessible, 
as  on  bridges  over  yards  or  streets,  or  in  tunnels. 

In  some  types  of  overhead  cranes  having  load  ropes 
both  inside  and  outside  the  bridge  girders,  footways  on 
the  bridge  are  impossible,  and  access  to  the  bridge  for 
care  and  repairs  is  had  by  running  it  to  a  permanent 
platform  built  at  one  end  of  the  runway. 
Fork.  A  device  operating  like  a  clam-shell  grab  bucket, 
but  with  curved  tines  or  fingers  substituted  for  the  usual 
shells,  and  used  for  handling  material  which  would  be 
damaged  by  the  closing  action  of  solid  cutting  edges 
(see  Coke  Fork),  or  which  is  more  easily  penetrated  by 
the  separate  tines,  as  manure,  etc.  Usually  of  the  power 
wheel  type,  but  also  often  built  like  tongs. 
Foundation,  Crane.  The  base  support  of  masonry,  con 
crete,  timber,  piling,  etc.,  on  which  is  built  the  permanent 
structure  of  a  fixed  crane,  or  the  runway  or  track  of  a 
traveling  crane. 

Derricks  and  other  guyed  cranes  must  have  foundations 
simply  to  carry  the  greatest  vertical  load  likely  to  come 
on  them.  Pillar  and  other  non-guyed  cranes  must  have 
foundations  not  only  sufficient  to  carry  the  total  load, 
but  also  widely  enough  distributed  to  prevent  overturn 
ing,  and  on  firm  enough  soil  so  that  there  will  not  be 
settling  under  one  edge  when  lifting  a  large  load  at  a 
considerable  radius. 

Traveling  cranes  within  building  structures,  or  out 
side  and  adjacent  to  them,  often  have  no  foundations 
independent  of  those  of  the  building  itself,  which  arc 
made  larger  to  accommodate  the  increased  load. 
Friction.  The  rubbing  of  the  surface  of  one  body 
against  another ;  the  resistance  to  relative  motion  by  slid 
ing  or  rolling  of  two  bodies  in  contact  with  each  other. 

The  laws  of  sliding  friction  cannot  be  stated  with 
definiteness  because  of  the  extreme  variations  under  dif 
fering  conditions.  Under  the  one  extreme  condition  of 
absolute  dryness,  it  is  usually  stated  that  frictional  re 
sistance  is  proportional  to  the  normal  load  or  total  pres 
sure,  is  independent  of  the  extent  of  the  surfaces  but 
dependent  on  their  nature,  and  decreases  as  the  relative 
vcl.  city  increases.  An  example  is  a  brake  shoe,  where 
the  decelerating  force  is  independent  of  the  area  in  con 
tact,  and  is  least  when  the  speed  is  highest. 

Under  the  other  extreme  condition,  called  perfect 
lubrication,  when  the  actual  metallic  surfaces  are  sup 
posed  to  be  separated  by  a  film  of  oil  at  all  times,  it 
appears  that  the  t'rutimial  resistance  is  independent  of 
the  load,  varies  with  the  area  of  the  surfaces  in  contact, 
is  independent  of  their  nature,  and  increases  with  the 
relative  velocity.  It  is  also  markedly  dependent  on  the 
character  of  the  lubricant. 

Tl'.creforc,  when  no  lubricant  is  used,  the  nature  of 
the  rubbing  surfaces  is  important ;  when  perfect  lubrica 
tion  is  obtained  (produced  by  "flooding"),  the  nature  of 
the  lubricant  is  most  important,  and  for  intermediate  con 
ditions,  covering  the  great  majority  of  practical  cases, 
IK  th  arc  impurtant. 


Friction,  Coefficient  of.  The  ratio  of  the  frictional  re 
sistance  between  two  bodies  or  the  force  which  must  be 
applied  in  order  to  make  one  of  them  slide  on  the  other, 
to  the  force  with  which  they  are  pressed  against  each 
other.  This  varies  from  as  much  as  0.5  when  leather  and 
wood  or  metal  are  pressed  against  each  other  with  no 
lubricant,  to  as  little  as  0.001  for  polished  metals  supplied 
with  oil  in  such  a  way  as  to  form  a  lilm  which  separates 
the  surfaces. 

Friction  Gear.  Any  gear  which  runs  loose  on  its  shaft, 
but  which  may  be  made  to  turn  with  it  by  a  friction 
clutch  connecting  the  tw^o  when  properly  engaged.  One 
part  of  the  clutch  is  carried  by  the  gear,  and  the  other 
by  a  hub  keyed  to  the  shaft.  (See  also  Clutch,  Friction; 
Drum,  Friction.) 

Frog,  Monorail.  A  cast  or  forged  piece  connecting  two 
monorail  runways  to  a  third  in  such  a  way  that  the 
trolley  may  be  run  from  either  of  the  two  onto  the  third, 
or  reverse.  A  steering  device  must  be  used  on  approach 
ing  the  frog  on  the  single  runway  to  force  the  trolley  to 
run  as  desired.  (See  also  Switch,  Monorail.) 
Gage.  A  standard  of  measure;  an  instrument  for  meas 
uring  height,  pressure,  form,  dimensions,  etc.,  as  pres 
sure  gage,  water  level  gage,  wire  gage,  plug  and  ring 
gage,  thread  gage,  track  gage. 

Gage,  Track.  The  distance  between  the  inside  of  the 
rail  heads  of  a  railroad.  The  standard  gage  is  4  ft. 
&}/2  in.  Narrow  gages  vary  from  2  ft.  6  in.  to  3  ft.  6  in., 
3  ft.  0  in.  being  common.  Broad  gages  are  used  for 
special  machines,  traveling  cranes,  transfer  tables,  etc. 
Gantry.  (Common  abbreviation  of  Gantry  Crane.)  A 
crane  whose  principal  structure  consists  of  a  horizontal 
bridge  or  girder  carried  at  a  considerable  height  above 
the  ground  on  runways  supported  by  A-frames  at  the 
ends,  and  spanning  railroad  tracks,  storage  yards,  etc. 
The  A-frames  may  rest  directly  on  the  ground,  giving  a 
fixed  gantry,  or  may  be  supported  by  wheels  on  rails 
and  be  capable  of  self-propulsion,  giving  a  traveling 
gantry.  Means  are  provided  for  propelling  the  two  ends 
at  the  same  speed.  (See  Bridge  Drive.) 

The  gantry  may  have  a  trolley  running  on  the  bridge, 
carrying  a  hoist ;  this  is  the  most  common  form  and  is 
what  is  generally  meant  by  gantry  crane.  The  gantry 
may  instead  carry  on  its  bridge,  either  fixed  in  position 
or  on  a  travelling  carriage,  a  stiff-leg  derrick,  a  rotating 
pillar  or  jib  crane  or  a  hammer-head  crane,  etc.,  giving 
rise  to  many  different  forms. 

Both  legs  are  commonly  the  same  length,  designated 
as  full  portal  gantry.  Occasionally  one  leg  is  eliminated 
by  running  that  end  of  the  bridge  on  a  runway  along  the 
side  or  on  the  roof  of  a  building,  giving  a  semi-portal 
gantry.  The  legs  are  also  sometimes  unequal  in  length, 
to  suit  the  slope  of  the  ground  or  other  demands,  or  a 
gantry  with  short  legs  may  travel  on  moderately  elevated 
runways. 

(Also  called  Gantry  Crane,  Bridge  Crane,  Bridge 
Gantry.  Frame  Crane.)  Page  167.  793,  797,  798. 
Gantry,  Bridge.  See  Gantry,  Cantilever  Bridge. 
Gantry,  Cantilever.  A  gantry  in  which  the  bridge  is 
crntinued  into  an  overhanging  portion  beyond  the  A- 
framc  support  on  one  end  (single  cantilever)  or  on  both 
ends  (double  cantilever).  The  cantilever  ends  may  be 
short  as  compared  with  the  span  of  the  bridge,  or  may 
be  very  long,  in  which  case  it  is  sometimes  called  a  ship 
yard  gantry,  from  its  usefulness  in  ship  construction. 
The  cantilever  ends  are  often  unequal  in  length.  The 
end  frames  must  be  open  if  the  loads  picked  up  on  the 
cantilever  end  are  to  be  run  inside ;  to  secure  the  neces- 


76 


CAN 


DEFINITION    SECTION 


GAT 


sary  stiffness,  the  two  sides  of  the  A-frame  end  are 
then  run  up  and  tied  together  at  the  top,  high  enough 
to  clear  the  trolley.  In  many  cases  the  range  of  trolley 
travel  is  entirely  outside  the  supports,  which  are  then 
relatively  close  together  and  are  braced  to  each  other, 
giving  a  tower  with  a  gantry  base. 

In  some  shipyards  where  side  launching  is  practised,  the 
gantry  cranes  run  on  three  lines  of  supports  ordinarily, 
one  line  being  between  the  ship  and  the  water.  This  is 
removed  during  the  launching  period,  and  the  span  is 
thus  temporarily  converted  into  a  cantilever. 
Page  169,  797-798. 

Gantry,  Cantilever  Bridge.  (See  also  Gantry,  Canti 
lever.)  A  term  sometimes  applied  to  a  cantilever  gantry 
crane,  especially  one  in  which  the  bridge  span  and  canti 
levers  are  very  long,  and  are  of  trussed  construction  like 
ordinary  bridges.  They  are  used  where  very  large  areas 
must  be  served,  but  where  the  customary  load  is  com 
paratively  light,  as  in  coal  and  ore  handling  and  storage. 
(Also  called  Ore  Rridge.  See  also  Crane,  Bridge  Stor 
age.)  Page  169,  797-798. 

Gantry,    Fixed.     A    gantry    which    is    fixed    in    location. 

When  supplied  with  a  trolley  on  the  bridge  and  a  hoist, 

it  is  often  called  a  transfer  crane,  and  is  much  used  for 

transferring    loads    between    cars    and    trucks    in    freight 

yards.      (Also  called  Transfer  Gantry,  Railroad   Crane.) 

Page   169. 

Gantry,  Floating.  A  double  cantilever  gantry  crane  of 
large  capacity  and  high  lift,  installed  on  a  barge  or 
pontoon.  The  gantry  bridge  is  supported  on  four  or 
more  braced  legs  along  the  sides  of  the  pontoon,  and 
the  cantilever  extensions  at  the  two  opposite  ends  allow 
a  load  to  be  raised  from  a  dock  or  ship,  moved  inward, 
and  deposited  on  the  deck  of  the  barge.  The  operation 
is  reversed  to  lower  a  heavy  weight  into  a  ship. 

The  free  deck  of  this  type  of  floating  crane  is  a  great 
advantage  for  storage  purposes,  but  owing  to  the  limita 
tion  of  the  trolley  to  straight  line  motion  only,  the  crane 
must  l>c  warped  along  the  side  of  the  vessel  or  dock  to 
properly  locate  the  load,  and  this  is  often  a  disadvantage. 
(See  also  Crane,  Floating.) 

Gantry,  Folding  Jib.  A  travelling  cantilever  gantry 
with  one  (or  both)  of  its  cantilevers  hinged  close  to  the 
inner  end  so  that  it  may  be  raised  into  a  vertical  position 
and  leave  the  space  alongside  the  crane  absolutely  clear. 
This  enables  the  crane  to  be  run  past  an  existing  struc 
ture,  which  would  otherwise  block  it,  or,  if  used  along 
side  a  dock  as  a  cargo  or  fitting-out  crane,  allows  the 
ship  to  be  warped  into  position  without  the  interference 
that  would  exist  between  the  fixed  cantilever  arm  and 
the  stacks  or  rigging  of  the  vessel. 

Gantry,    Full    or    Full    Portal.     An    ordinary    travelling 
gantry   with  two  legs  of  equal   length,   so  called  to  dis 
tinguish  it  from  a  semi-portal  gantry.     (See  Gantry.) 
Page   169. 

Gantry,  Half.     See  Gantry,  Semi-portal. 

Gantry,  Rotary  Jib.  A  gantry  crane  carrying  a  jib 
which  may  be  rotated  about  a  vertical  axis.  The  jib, 
which  is  fixed  in  inclination,  and  is  generally  horizontal, 
may  or  not  carry  a  trolley.  In  some  cases  the  turntable 
on  which  the  jib  is  mounted  is  itself  on  a  carriage  travel 
ing  on  rails  along  the  gantry  bridge. 
Page  197. 

Gantry,  Rotary  Tower.     A   tower   gantry  in  which    the 
load-carrying  element  may  be  rotated  about  the  vertical. 
(See  Gantry,  Tower.) 
Page   197. 


Gantry,  Semi-portal.  If  one  of  the  two  runways  of  a 
travelling  gantry  is  elevated  close  to  the  bridge,  so  that 
the  usual  A-frame  support  on  that  end  is  missing,  it  is 
called  a  semi-portal,  single  leg,  one  leg,  or  half  gantry. 
This  construction  is  generally  advantageous  when  a 
building  wall  or  other  existing  structure  can  be  utilized 
at  one  end  to  support  the  elevated  runway. 

Various  forms  of  handling  gear  are  used  on  semi- 
portal  gantries,  the  most  usual  being  the  ordinary  rotary 
pillar  crane  with  geared  drum  winch,  either  lixed  in 
position  on  the  bridge,  or  on  a  wheeled  trolley,  the 
latter  l>eing  the  more  common. 
Page  190,  191. 

Gantry,     Shipyard.     See     Crane.     Shipyard.     Cantilever 
gantries   in   shipyards   generally   travel   on  .elevated   run 
ways ;    tower    gantries    on    widely    spaced    rails    on    the 
ground. 
Page  197. 

Gantry,  Tower.  A  crane  which  is  mounted  on  a  tower- 
like  structure  with  a  gantry  base,  the  tower  being  used 
in  order  to  obtain  a  high  lift,  and  the  gantry  base  in 
order  to  allow  a  track  to  pass  beneath  it  to  bring  material 
to  it. 

(See  Crane,  Tower;  Crane,  Shipyard.) 
Page   201. 

Gantry,  Traveling.  A  gantry  which  is  capable  of  self- 
pulsion  along  rails.  To  allow  for  inequalities  of  the 
track,  a  three-point  support  of  the  bridge  is  sometimes 
used,  and  a  pivot  connection  between  the  bridge  and  one 
of  the  supporting  towers  prevents  distortion  in  case  one 
end  of  the  bridge  gets  ahead  of  the  other.  (See  also 
Gantry.) 
Page  167. 

Gantry,  Rotary  Bridge.  A  gantry  crane  in  which  one 
leg  is  fixed  in  position  or  pivoted  so  as  to  rotate  about 
a  vertical  axis,  while  the  other  leg  travels  on  a  rail  at 
the  circumference  of  a  circle  of  which  the  length  of  the 
bridge  is  the  radius.  A  trolley  on  the  bridge  enables  any 
part  of  the  circle  to  be  reached.  Used  for  storage  work. 
Page  169. 

Gantry  Base.  A  base  formed  like  a  gantry,  or  with  a 
cross  structure  supported  by  legs  or  frames  at  the  ends. 
This  term  is  used  in  connection  with  elevated  or  tower 
traveling  cranes,  etc.,  in  which  the  structure  usually 
spans  tracks  on  which  cars  are  used  to  transport  the 
material  to  the  crane. 

Gantry  Crane.     See  Gantry. 

Gasket.  A  ring  or  sheet  of  packing  material  by  which 
a  flanged  or  faced  joint  is  made  water,  steam,  air  or  oil 
tight.  The  materials  used  are  rubber,  canvas,  asbestos, 
paper,  sheet  lead,  copper,  etc. 

Gate.  A  device  used  for  controlling  or  stopping  the 
flow  of  material  in  a  pipe,  spout,  chute,  trough  or  other 
channel,  consisting  of  a  body  or  frame  set  in  or  attached 
to  the  channel  walls,  a  gate  which  enters  or  cuts  into  the 
material  edgewise  or  slides  edgewise  across  an  opening 
through  which  the  material  passes,  and  suitable  mechan 
ism  for  operating  the  gate.  The  latter  may  lie  flat  and 
slide  in  straight  guides  generally  at  right  angles  to  the 
direction  of  flow  (see  Gate,  Sliding)  or  it  may  be  curved 
or  cylindrical  in  form  and  swing  about  a  fixed  axis 
which  is  also  at  right  angles  to  the  direction  of  flow. 
(See  Gate,  Quadrant.) 

Roth  forms  are  used  for  handling  fluids  in  pipes, 
though  the  sliding  gate,  or  so-called  gate  valve,  is  much 
more  common  than  the  quadrant  form  in  these  places. 


77 


GAT 


MATERIAL    HANDLING    CYCLOPEDIA 


GAT 


(See  also  Valve.)  Both  forms  are  also  much  used  for 
handling  in  bulk  finely  divided  solids,  which  will  flow 
readily. 

They  are  placed  in  the  side  wall  of  a  bin  near  the 
bottom,  or  in  the  bottom  of  the  bin,  known  respectively 
as  side  discharge  and  bottom  discharge. 

The  terms  gate  and  valve  are  used  somewhat  indis 
criminately,  but  the  former  is  best  restricted  to  cases 
where  the  part  which  cuts  off  the  flow  moves  edgewise 
into  the  stream,  or  where  it  swings  on  hinges  like  a  door. 
(See  also  Valve,  Cock.) 

Gate,  Ash  Bin  or  Ash.  A  gate  discharging  downward 
from  the  bottom  of  a  hopper.  It  is  usually  of  the 
duplex  quick  opening  quadrant  type,  with  a  clear  open 
ing  of  at  least  24  in.  by  24  in.  to  prevent  arching  and  to 
discharge  the  largest  clinkers. 

\\  ith  side  discharge  ash  hoppers,  sliding  or  simplex 
quadrant  gates  are  used;  all  material  which  will  not 
flow  out  is  drawn  with  a  hoe. 

Gate,  Automatic  Feed.     See  Feeder,  Automatic  Gate. 

Gate,  Clam-shell.  A  duplex  quadrant  gate.  (See  Gate, 
Quadrant.) 

Gate,  Concrete.  A  gate  used  for  controlling  the  flow  of 
concrete  from  hoppers,  spouts,  etc.  Both  the  sliding  and 
quadrant  forms  are  used,  with  the  especial  requirement 
that  they  should  be  grout-tight. 

Gate,  Conveyor  Trough.  A  gate  for  controlling  the  dis 
charge  from  the  bottom  of  a  trough  in  which  a  screw 
or  a  drag  conveyor  operates.  The  most  common  form  is  a 
plain  flat  sliding  gate,  moving  transversely  or  longitudi 
nally  with  respect  to  the  trough,  in  guides  formed  in  a  cast 
ing  bolted  to  the  bottom  of  the  trough,  and  operated  by  a 
hand  lever  or  some  form  of  gearing.  If  it  is  important 
to  have  the  cylindrical  form  of  the  bottom  of  a  screw 
conveyor  trough  maintained  throughout,  the  gate  may  be 
curved  to  fit  it,  and  slide  longitudinally.  Another  method 
of  obtaining  the  same  result  is  to  have  a  pair  of  swinging 
gates  or  curved  leaves  pivoted  on  opposite  sides  of  the 
trough  (to  the  curve  of  which  they  are  fitted)  and  meet 
ing  on  the  center  line  underneath.  When  these  are  swung 
down,  they  uncover  a  large  opening  in  the  bottom  of 
the  trough  and  allow  the  material  moving  along  it  to 
drop  through.  This  form  of  gate  has  the  additional 
advantage  of  an  opening  extending  so  far  up  on  the 
trough  sides  that  no  material  can  be  carried  over  the 
opening  on  account  of  the  tendency  of  the  conveyor  to 
crowd  the  material  up  against  one  side. 

Gate,  Flap.  A  swinging  gate  located  between  two  bot 
tom  openings  in  a  two-way  hopper,  to  allow  the  dis 
charge  to  be  directed  through  either  at  pleasure.  Flap 
gates  are  similarly  used  at  Y-branches  in  spouts,  and  at 
discharge  openings  in  the  bottom  of  chutes. 

Gate,  Quadrant;  Gate,  Cylindrical.  A  gate  used  for 
controlling  the  flow  of  loose  material  in  a  chute  or 
spout,  or  the  discharge  from  a  hopper  or  bin,  and  con 
sisting  of  a  hollow  partial  cylindrical  portion  which  cuts 
into  the  material  edgewise  along  the  diameter  and  forms 
the  gate  proper  (also  called  leaf  or  spade).  This  is 
supported  by  circular  sectors  cast  with  it  at  each  end 
and  mounted  on  pivot  or  on  a  through  shaft  which  is 
generally  located  at  the  center  of  cylinder  curvature. 

For  flow  in  inclined  chutes,  the  quadrant  gate  may  be 
so  placed  that,  when  closed,  it  will  hold  back  the  ma 
terial  in  contact  with  the  inside  or  with  the  outside  of 
the  cylindrical  portion.  Tt  may  also  be  arranged  to  cut 
downward  into  the  stream  of  material,  called  an  over- 
cut  gate,  or  may  come  up  from  beneath  the  stream,  called 
an  undercut  gate. 


In  vertical  spouts  or  chutes  the  convex  sides  of  the 
cylindrical  leaves  may  be  turned  upward  or  downward, 
but  the  terms  overcut  and  undercut  are  not  applicable. 
One  leaf  may  be  used,  termed  a  simole,  single  or  sim 
plex  gate;  two  leaves  may  be  placed  symmetrically  and 
connected  by  gearing  so  that  they  will  close  simultan 
eously  from  opposite  directions  and  meet  at  the  center 
of  the  spout,  termed  a  duplex  gate.  This  form  pos 
sesses  the  property  of  giving  a  central  discharge,  what 
ever  the  amount  of  opening. 

The  quadrant  or  cylindrical  form  of  gate  is  also  used 
as  a  side  discharge  ash  hopper  gate,  the  leaf  swinging 
upward  to  open,  leaving  a  clear  opening  for  the  flow, 
assisted  if  necessary  by  a  hoe  in  the  hands  of  the  at 
tendant. 

Quadrant  gates  may  be  operated  by  hand  through 
levers,  hand  chain  wheels  or  worm  gearing;  steam  or 
air  may  also  be  used  in  a  pressure  cylinder  connected 
to  a  lever  on  the  leaf. 

Also  called  arc  gate,  swinging  valve  (side  or  bot 
tom  according  to  location  on  bin),  cut-off  gate,  pivoted 
gate  and  radial  gate. 

Gate,  Rack  and  Pinion.  A  sliding  gate  which  is  oper 
ated  by  turning  a  handwheel  on  a  shaft  with  one  or 
two  pinions  which  engage  with  a  corresponding  number 
of  racks  attached  to  the  gate  or  to  an  extension  of  the 
gate. 

Gate,  Simplex.     See  Gate,  Quadrant. 

Gate,  Sliding.  A  form  of  gate  in  which  a  flat  plate 
(sometimes  braced  or  ribbed  for  stiffness)  slides  edge 
wise  in  guides  to  control  the  flow  of  fluids  in  a  channel, 
by  reducing  or  cutting  off  the  area  for  flow.  Such  gates 
may  be  easily  made  water  tight,  and  are  much  used  for 
handling  water  flowing  in  channels  for  hydraulic  power 
purposes.  They  are  also  used  for  controlling  loose  bulk 
material  flowing  from  bins,  hoppers  or  storage  pockets, 
or  from  the  troughs  of  screw,  flight  and  drag  conveyors. 

The  guides  may  be  fastened  separately  to  the  wall  or 
bottom,  or  may  be  formed  on  part  of  a  solid  self-con 
tained  frame.  The  edge  of  the  door  may  be  plain  and 
fit  into  a  plain  groove  in  the  guide ;  returns  may  be  made 
on  both  door  and  frame,  and  hooked  into  each  other; 
or  by  returning  the  guide  through  an  additional  90  deg. 
it  may  be  adapted  to  fitting  on  the  inside  of  a  rectangular 
spout  or  chute.  A  short  chute,  called  a  lip  chute,  is  often 
formed  on  the  outside  of  the  guide  frame. 

The  gate  may  be  operated  by  direct  hand  pull,  by  a 
lever  operating  through  a  long  rod  from  a  distance  if 
desired,  by  a  hand  chain  or  wire  rope  wheel,  or  by 
single  or  double  rack  and  pinion  gearing.  If  located  in 
the  side  wall  of  a  bin,  a  pawl  is  often  attached  to  the 
gate  and  notches  are  cut  in  one  of  the  guides ;  engaging 
one  in  the  other  will  hold  the  gate  open  at  any  desired 
point. 

Vertical  gates  generally  open  upward.  Horizontal 
gates,  as  in  trough  bottoms,  may  open  longitudinally  or 
transversely;  the  latter  has  the  advantage  that  if  there 
are  a  series  of  such  discharge  openings,  graduated  partial 
opening  of  several  gates  will  allow  simultaneous  dis 
charge  in  all,  which  cannot  be  done  with  the  longitudinal 
opening. 

An  exception  to  the  usual  flat  gate  is  found  in  the 
curved  form  used  in  the  bottom  of  conveyor  troughs 
(see  Gate,  Conveyor  Trough).  Occasionally  the  gate  is 
formed  like  a  disc,  and  instead  of  sliding  in  straight 
guides,  is  pivoted  about  a  point  outside  the  channel 
(usually  a  pipe  or  spout)  in  such  a  way  that  it  moves 
edgewise  to  cut  off  the  flow. 


78 


GAT 


DEFINITION    SECTION 


GAT 


Gate,  Swinging.  A  form  of  gate  in  which  one  leaf,  or 
*wo  leaves  placed  symmetrically,  swinging  on  hinges  like 
a  door  or  the  gates  of  a  canal  lock,  are  used  to  close  a 
channel  or  opening  through  which  fluids  or  loose  solid 
material  may  flow.  As  it  is  often  difficult  or  impossible 
to  open  or  close  them  while  flow  is  taking  place,  they  are 
not  much  used  as  control  gates  for  material  handling. 
(See  Gate,  Conveyor  Trough;  Gate,  Flap.) 
Gate  Valve.  A  form  of  valve  fitted  in  a  pipe  for  con 
veying  fluids,  in  which  the  opening  is  closed  by  the  edge 
wise  sliding  of  a  part  called  the  gate,  moving  in  guides 
cast  in  the  valve  body.  The  gate  proper  is  opened  or 
closed  by  a  stem  passing  out  of  the  valve  through  a 
stuffing-box  ;  the  stem  may  be  smooth,  and  operated  by 
direct  push  or  pull  exerted  by  a  lever,  or  it  may  be 
threaded  through  a  nut,  and  operated  by  a  hand  wheel. 
Gathering  Box.  Gathering  Basket.  A  box  or  basket 
placed  on  a  low  truck  and  moved  about  until  loaded  with 
a  desired  assortment  of  small  articles,  a  complete 
order,  etc.,  when  it  may  be  disposed  of  as  a  unit.  If 
built  in  a  suitable  form  a  number  may  be  nested  when 
empty. 

Gattie  System.  A  system  that  has  been  proposed  as  a 
substitute  for  the  numerous  scattered  and  badly  con 
gested  freight  stations  in  London,  comprising  a  com 
bination  of  a  large  central  terminal  clearing  house  for 
incoming  and  outgoing  freight,  with  a  demountable  body 
system  for  holding  the  freight,  these  bodies  being  trans 
ferred  from  motor  truck  to  clearing  house,  clearing 
house  to  railway  car,  or  car  to  car,  as  required. 

The  body  proposed  is  of  a  size  suitable  for  occupying 
the  full  capacity  of  one  of  the  small  British  freight  cars, 
and  capable  of  being  lifted  bodily  by  eyes  set  perma 
nently  in  the  top.  Doods  in  the  sides,  ends  or  top  are 
provided.  A  fleet  of  trucks,  each  capable  of  carrying 
one  of  these  bodies,  operates  in  conjunction  with  the 
clearing  house,  bringing  to  it  bodies  loaded  for  a  single 
destination,  or  containing  miscellaneous  freight  without 
any  attempt  at  sorting.  They  also  deliver  freight  from 
the  clearing  house  to  its  ultimate  destination.  Pieces  too 
large  in  any  dimension  to  go  into  a  body  are  handled 
separately  or  in  bundles,  but  are  to  be  suitably  arranged 
for  lifting  by  a  crane. 

The  Clearing  House  proposed  for  London  is  an  exten 
sive  rectangular  building:  of  seven  freight-handling  floors, 
with  an  eighth  for  offices,  shops,  etc.  The  rail  level  is 
one  floor  below  the  road  level ;  here  twenty-two  parallel 
tracks  receive  all  the  railway  freight  traffic  by  electric 
haulage.  Parallel  to  these  tracks,  and  at  intervals  among 
them,  are  four  trenches  or  gaps,  running  the  full  length 
of  the  building,  and  furnishing  four  openings  through 
which  bodies  may  be  lowered  to  or  raised  from  the  lowest 
floor  or  crypt,  as  the  inventor  calls  it,  by  numerous  over 
head  traveling  cranes.  Transversely  across  the  space 
above  the  rail  level  is  a  series  of  twelve  equally  spaced 
roadways  on  to  which  motor  trucks  may  be  driven  from 
the  street,  to  have  bodies  mounted  or  removed  by  the 
cranes  overhanging  them,  each  crane  spanning  half  the 
roadway  and  extending  an  equal  distance  beyond  its 
edge  over  the  tracks  beneath.  Above  this  roadway  level 
in  succession  are  a  lower  small  package  sorting  floor,  a 
lower  main  package  sorting  floor  and  a  floor  for  work 
shops  and  offices.  The  complete  areas  of  the  two  main 
sorting  floors  are  overhung  by  traveling  cranes,  which 
can,  through  suitably  placed  wells,  lift  loaded  or  empty 
bodies  from  a  railway  car  on  the  track  level  or  from  a 
motor  truck  on  one  of  the  roadways,  or  lower  them; 
or,  by  a  transfer,  move  them  to  or  from  the  crypt. 


On  the  crypt  floor  and  each  of  the  sorting  floors  there 
is  an  automatic  conveying  system  consisting  of  an  end 
less  line  of  uniformly  moving  cars  called  truckers,  that 
in  the  crypt  being  capable  of  handling  fully  loaded 
bodies,  and  those  on  the  small  package  and  main  sorting 
floors  being  capable  of  handling  50  Ib.  and  1,500  Ib.  loads 
respectively.  The  truckers  are  four-wheel  platform  cars, 
electrically  driven  at  a  uniform  speed,  with  their  plat 
forms  on  the  same  level  as  the  floor.  These  truckers 
form  on  the  sorting  floors  a  continuous  rectangular  main 
runway  around  the  outside  of  the  whole  floor,  traveling  at 
six  miles  per  hour,  with  six  transverse  rectangular 
divisional  runways  within  it,  traveling  at  three  miles  per 
hour,  having  their  short  ends  adjacent  and  parallel  to 
portions  of  the  main  runway  for  a  short  distance,  thus 
furnishing  transfer  points  at  which  loads  can  be  trans 
ferred  from  one  to  the  Other.  The  transfer  system  in 
the  crypt  floor  consists  of  two  oppositely  moving  lines  of 
truckers  in  each  of  the  previously  mentioned  trenches, 
each  line  returning  in  a  loop  under  the  lines  of  rails  at 
each  end  of  the  clearing  house.  These  crypt  truckers 
are  much  heavier  than  those  on  the  sorting  floors,  but 
are  operated  in  the  same  manner,  and  serve  to  move 
loaded  bodies  longitudinally ;  for  transverse  movement  the 
crypt  floor  is  completely  overhung  by  a  series  of  travel 
ing  cranes. 

The  area  of  a  sorting  floor,  minus  the  space  occupied 
by  wells,  conveying  systems  and  elevators,  is  divided  into 
transverse  sections  by  the  divisional  conveyor  runways ; 
each  division  is  again  divided  transversely  into  bays  by 
alleys,  along  which  are  placed  slowly  moving  uni-dircc- 
tional  hand-controlled  live  roller  conveyors,  which  can 
receive  from  a  divisional  belt  at  one  end  and  deliver  to 
one  at  the  other.  By  an  elaborate  magnetic  roller  trans 
fer  system,  controlled  by  a  selective  destination  mechan 
ism,  parcels  placed  on  a  standard  tray  on  any  alley  and 
rolled  to  its  junction  with  the  divisional  runway,  can  be 
automatically  loaded  on  to  the  latter  and  carried  to 
any  other  bay  on  the  same  divisional  runway  and  there 
discharged,  or,  if  the  destination  is  more  remote,  can  be 
carried  to  a  transfer  point,  where  it  is  shifted  to  the 
main  runway,  by  it  carried  to  the  proper  divisional  run 
way  and  transferred  to  it  to  be  carried  by  this  divisional 
runway  until  it  reaches  the  proper  bay,  and  there  dis 
charged.  There  is  thus  no  moving  about  of  men  with 
trucks,  all  operators  occupying  definite  stations.  Large 
pieces  of  freight  are  handled  on  the  main  sorting  floors, 
by  the  crane  if  desired.  Small  pieces  are  moved  by  hand. 
Automatic  freight  elevators  carry  material  among  the 
different  sorting  floors,  according  to  the  dispatcher's 
setting  of  the  selective  mechanism. 

Loaded  bodies  with  miscellaneous  freight  collected 
from  the  city  and  outgoing,  are  hoisted  directly  from 
motor  trucks  to  an  empty  bay  or  one  that  is  not  busy 
on  one  of  the  sorting  floors,  and  there  opened,  and  the 
contents  distributed  as  described.  As  this  is  going  on 
all  over  the  building,  freight  is  being  collected  at  every 
point  as  well  as  being  distributed  from  every  point,  so 
that  there  is  soon  enough  to  fill  the  empty  body;  it  is 
sealed,  marked  and  lowered  to  place  in  a  truck,  freight 
car.  or  to  the  crypt,  to  be  held  for  a  few  hours  until  a 
train  is  available. 

Loaded  bodies  may  be  transferred  directly  from  the 
cars  of  one  line  to  those  of  another,  making  use  of  the 
crypt  only  in  case  of  delay.  Incoming  bodies  with  mixed 
goods  for  London  are  sorted  in  the  same  manner  as  out 
going  freight,  the  bays  being  designated  according  to 
districts  or  delivery  routes.  Empty  bodies  may  be  held 


79 


GAU 


MATERIAL    HANDLING    CYCLOPEDIA 


GEA 


in  the  crypt  to  provide  for  need  at  a  later  period  in  the 
day.  .Merchants  shipping  in  full  body  lots  would  have 
facilities  for  handling  them,  and  motor  trucks  would 
merely  exchange  bodies,  removing  a  full  one  and  deliver 
ing  an  empty,  or  vice  versa. 

Other  freight  stations  in  the  country  would  be 
equipped  similarly  to  London,  on  a  scale  commensurate 
with  their  needs.  Small  local  freight  stations  might  be 
provided  with  merely  a  siding,  and  the  body,  remaining 
on  the  car,  would  be  unloaded  and  loaded  like  an 
ordinary  box  car.  Or,  a  simple  transfer  crane  would 
be  provided  for  lifting  the  body  on  to  a  fixed  platform, 
allowing  the  car  to  lie  removed.  (See  Demountable 
Body  System.) 

Gauntree;  obsolete  spelling  of  gantry. 

Gear.  A  comprehensive  term  including  all  the  equip 
ment  involved  in  performing  a  certain  operation,  as  Hoist 
ing  Gear,  Coaling  Gear,  Cargo  Handling  Gear. 

Gearing.  A  mechanism  used  for  transmitting  motion 
from  one  rotating  part,  such  as  a  shaft,  to  another 
similar  part,  by  means  of  the  rolling  of  a  surface  of 
cylindrical,  conical  or  other  more  complicated  form, 
attached  to  the  first  shaft,  upon  another  surface  mounted 
on  the  second  shaft.  The  rolling  surfaces  may  be 
actual,  as  in  friction  gearing,  or  imaginary,  or  replaced 
by  intermeshing  teeth  and  spaces  formed  on  bodies 
attached  to  each  of  the  shafts,  and  shaped  so  as  to 
produce  a  motion  equivalent  to  that  given  by  the  rolling 
surfaces ;  the  latter  is  termed  toothed  gearing.  The 
teeth  of  gearing  arc  said  to  mesh  with  each  other. 

Friction  gearing  includes  rolling  cylinders  or  cones 
pressed  against  each  other,  and  belting.  Toothed  gearing 
includes  spur,  bevel,  spiral  or  helical  and  worm  gearing, 
as  well  as  gearing  in  which  toothed  wheels  are  connected 
by  chains,  known  as  chain  gearing. 

If  the  two  gears  of  a  pair  differ  greatly  in  size,  they 
are  sometimes  termed  reduction  gears,  and  one  is  called 
the  pinion  and  the  other  the  gear  or  sometimes  the  wheel. 
Gears  in  which  the  teeth  are  cut  inside  a  rim  are  termed 
internal  gears,  or  annulars.  Shrouding  is  the  term 
applied  to  the  connecting  plate  or  ring  between  the  ends 
of  the  teeth  of  the  gear  at  one  or  both  ends  of  the  gear 
teeth,  and  is  termed  full  or  half  shrouding,  depending  on 
whether  this  ring  extends  to  the  top  of  the  teeth  or  only 
half  way.  •  " 

The  curves  of  gear  teeth  must  be  formed  so  that  they 
will  move  smoothly  upon  each  other  and  give  a  constant 
velocity  ratio  between  the  two  wheels  during  the  time 
they  are  in  contact ;  technically  speaking,  they  must  be 
conjugate  curves.  Several  systems  of  curves  ire  pos 
sible,  but  only  two  are  widely  used,  and  one  of  these,  the 
cycloidal  system,  is  gradually  becoming  obsolete  except 
for  large  cast  gears.  The  common  system  is  the  involute, 
in  which  the  tooth  cur\cs  are  involutes  formed  from  a 
circle  somewhat  within  the  pitch  circle  of  the  gears,  and 
termed  the  base  circle.  The  involute  form  of  tooth  has 
the  advantages  that  it  is  easy  to  cut,  has  no  reversal  of 
curvature,  and  the  center  distance  of  the  shafts  can  be 
altered  slightly  without  destroying  the  proper  action  of 
the  teeth,  thus  requiring  less  accuracy  in  setting  than 
other  forms  of  gears. 

I'.y  selecting  a  proper  method  of  determination  of  the 
base  circle,  sets  of  involute  gears  can  be  made  which 
will  be  interchangeable  among  themselves,  so  long  as 
they  are  of  the  same  circular  pitch.  Such  interchange 
able  gears  are  widely  used.  Cycloidal  interchangeable 
sets  may  also  be  made.  There  arc  slight  differences  in 


the   standards   of   different   manufacturers,   and   It   is   not 
wise  to  mix  their  gears. 

The  teeth  may  be  cast  to  form  with  the  rest  of  the 
gear,  or  they  may  be  cut  from  the  solid  material  of  the 
blank.  A  less  used  process  is  that  of  rolling  teeth  into 
a  hot  blank.  Teeth  may  be  cut  from  the  solid  by 
milling,  planing,  shaping  or  bobbing.  The  process  may 
be  one  which  depends  on  the  form  of  a  curved  outline 
cutter  for  its  accuracy,  termed  the  formed  cutter  method, 
or  it  may  be  one  where  the  tooth  outline  is  generated 
by  a  machine  using  as  a  cutting  tool  an  edge  of  simple 
form,  such  as  a  straight  line,  and  manipulating  it  so  as 
to  produce  the  theoretically  correct  tooth  form,  within 
the  limits  of  accuracy  of  the  machine.  The  latter  is 
termed  the  generating  method. 

Various  materials  are  used,  the  most  common  natu 
rally  being  cast  iron,  forged  iron,  cast  steel  and  brass. 

Small  gears  or  pinion  have  a  weaker  tooth  form  than 
large  gears  and  receive  the  greater  wear,  so  it  is  often 
desirable  to  make  them  of  better  material.  Cast  teeth 
should  not  be  mated  with  cut  teeth.  The  so-called  silent 
or  noiseless  gears  have  their  teeth  cut  in  compressed 
paper,  fibre,  rawhide,  muslin,  bakelite,  etc..  and  are  gen 
erally  mated  with  a  metal  gear,  preferably  not  a  cast 
iron  gear.  The  non-metallic  material  is  generally  held 
between  metal  end  flanges,  which  prevent  the  edges  from 
beating  down. 

Wood  teeth,  forming  what  are  termed  mortise  gears, 
were  formerly  widely  used,  and  still  are  in  demand  in 
certain  places.  Hardwood  blocks  are  set  into  slots  or 
mortises  in  the  rim  of  the  wheel  and  arc  held  there  by 
keys  or  pins :  they  are  then  shaped  to  a  tooth  form  by 
suitable  machinery ;  each  mortise  gear  generally  mates 
with  a  metal  pinion,  and  very  high  peripheral  speeds  are 
possible,  coupled  with  quiet  running. 

Gears  are  generally  circular,  but  occasionally  elliptical 
gears  are  used  to  give  a  non-uniform  velocity  ratio;  lobed 
wheels,  or  wheels  with  wavy  pitch  lines,  are  sometimes 
substituted  for  circular  pitch  lines  where  an  irregularity 
is  desired.  (See  Equalizing  Drive.) 

It  is  becoming  almost  universal  to  enclose  gears  which 
are  transmitting  considerable  power  at  high  speed,  in  a 
dust-proof  and  oil-retaining  housing,  so  that  they  will 
operate  with  less  friction  and  wear,  require  less  attention, 
and  have  longer  life. 

Gearing,  Bevel.  A  form  of  gearing  used  for  connecting 
shafts  whose  center  Hues  intersect,  consisting  of  truncated 
cones  in  contact  along  a  common  element  and  with  their 
apexes  located  at  the  point  or  intersection  of  the  shaft 
center  lines.  The  most  common  case  is  where  the  shafts 
are  at  right  angles;  if  the  two  gears  are  equal,  they  are 
called  mi'er  gears.  Tf  the  shafts  are  not  at  right  angles 
they  are  often  called  angle  gears,  and  if  unequal,  angle 
reduction  gears. 

Revel  gears  do  not  run  so  quietly  or  efficiently  as  spur 
gears  on  account  of  the  great  difficulty  of  shaping  their 
teeth  and  installing  them  so  that  the  teeth  will  bear  the 
full  length  of  the  face.  Provision  must  also  be  made  to 
care  for  the  thrust  on  each  of  the  gears  of  the  pair. 

Two  shafts  whose  center  lines  intersect  at  right  angles 
may  also  be  connected  by  means  of  a  spur  pinion  mesh- 
ins:  with  a  crown  gear,  which  is  a  flat-faced  gear,  or  disc, 
with  teeth  formed  on  one  side. 

Gearing,  Chain.  A  system  of  gearing  for  connecting 
parallel  shafts  by  means  of  wheels  fixed  to  them  and" 
having  an  endless  chain  belt  passed  around  them.  The 
wheels  are  sometimes  smooth-rimmed,  and  are  termed 
traction  wheels;  they  allow  slipping,  which  is  sometimes 


GEA 


DEFINITION    SECTION 


GEA 


desired,  to  prevent  breakage  due  to  excessive  loading. 
Of  toner  the  wheels  have  the  rims  formed  with  projec 
tions,  which  engage  the  chain  links  and  prevent  them 
from  slipping,  thus  maintaining  a  constant  speed  ratio 
or  a  positive  drive  between  the  two  shafts.  If  ordinary 
close  oval  link  pitch  chain  is  used,  the  wheel  rim  has 
cavities  in  which  the  links  seat  themselves,  and  is  called 
a  pocket  wheel ;  with  longer  link  oval  chain,  the  wheel 
may  have  teeth  projecting  outward  through  the  centers 
of  the  links  which  lie  Hat,  and  is  termed  a  sprocket  or 
toothed  sprocket ;  practically  all  chains  made  up  with 
hinged  joints  require  sprockets. 

This  form  of  gearing  is  largely  used  in  conveying 
machinery  in  the  form  of  endless  belts  passing  around 
wheels  on  head  and  foot  shafts,  one  of  which  acts  as 
the  driver,  and  moving  material  resting  directly  on  the 
chains  or  on  platforms  or  in  buckets  attached  to  the 
chain. 

Gearing,  Duplex.  A  name  sometimes  applied  to  ar 
rangements  in  which  two  speeds  of  the  driven  shaft  are 
possible  by  shifting  a  lever  and  throwing  different  gear 
trains  into  action.  Also  called  two-speed  gearing,  gear 
shift,  etc. 

Gearing,  Equalizing.  Gearing  which  has  some  irregu 
larity  of  motion  intentionally  introduced  in  order  '  to 
counteract  an  irregularity  arising  from  some  other 
source.  (See  Equalizing  Drive.) 

Gearing,  Friction.  Gearing  in  which  motion  is  trans 
mitted  from  one  rotating  part  to  another  by  means  of 
the  friction  generated  by  pressing  one  against  the  other. 
For  this  service  it  is  natural  to  choose  materials  which 
have  a  high  coefficient  of  rubbing  friction.  These 
include  paper,  libre,  rubber,  leather,  wood.  etc.  One  of 
the  two  parts,  preferably  the  driven  one.  is  made  of 
cast  iron,  as  it  will  not  be  so  easily  grooved  if  stalled 
by  excessive  load  while  the  driving  part  continues  to 
rotate  against  it. 

Friction  gears  are  made  in  the  form  of  cylinders,  some 
times  called  spur  frictions,  because  they  function  the 
same  as  spur-toothed  gears.  They  are  also  made  as 
bevel  gears,  either  miter  or  reduction.  The  fibre,  paper 
or  other  material  is  made  in  the  form  of  a  tiller  which 
can  be  bolted  between  end  flanges  of  metal,  and  is  renew 
able  when  worn.  t 

Considerable  pressure  between  the  wheels  is  necessary, 
and  in  transmitting  large  powers  this  causes  excessive 
bearing  losses.  On  account  of  this  pressure,  friction 
gears  should  not  be  overhung  on  their  bearings. 
Cylindrical  friction  wheels  may  have  circumferential 
ridges  and  grooves  wedging  into  each  other,  and  giving 
the  effect  of  large  friction  without  the  excessive  bear 
ing  pressure  required  with  smooth  surfaces.  These 
grooved  friction  wheels,  always  made  of  metal,  rub  con 
siderably  and  show  wear  at  the  points  of  contact. 

Friction  gearing  lends  itself  to  easy  disengagement  if 
the  shaft  of  one  of  the  members  is  mounted  in  an  eccen 
tric  bearing  box,  which  can  be  rotated  within  the  bear 
ing  by  a  lever,  thus  moving  one  friction  wheel  awaj 
from  the  other.  Ry  an  extension  of  this  principle,  a 
further  rotation  of  the  lever  can  be  made  to  press  the 
rotating  part  against  a  brake  shoe  on  the  opposite  side, 
for  controlling  its  rotation. 

Gearing,  Helical.  A  type  of  toothed  gearing  used  for 
connecting  two  shafts  which  do  not  intersect,  and  which 
have  teeth  that  are  helical  in  form,  or  twisted,  relative 
to  the  elements  of  the  pitch  surface.  They  may  be  of 
the  bevel  form,  but  are  ordinarily  cylindrical.  The 
shafts  may  be  parallel,  at  right  angles,  or  at  any  inter 


mediate  center  angle ;  in  the  first  case,  the  action  is 
much  like  that  of  ordinary  spur  gears,  except  that  it  is 
smoother.  The  ratios  of  the  shaft  speeds  may  be  equal 
or  unequal ;  the  special  case  of  the  shafts  at  right  angles 
and  with  a  very  large  speed  ratio,  is  generally  termed 
worm  gearing.  (See  Gearing,  Worm.) 

Herringbone  gearing  is  often  used  with  parallel  shafts 
in  place  of  plain  helical  gearing,  to  eliminate  the  end 
thrust.  It  consists  of  two  sets  of  helical  teeth  sloping 
in  opposite  directions,  and  either  meeting  or  closely 
approaching  each  other  along  the  median  line  of  the 
gear.  Sometimes  they  are  separated  by  a  groove,  for 
convenience  in  cutting,  and  if  staggered  in  addition,  make 
what  is  often  called  a  Wuest  gear.  The  two  portions 
may  be  cut  separately  and  assembled  in  contact,  or  sep 
arated,  as  desired.  If  the  teeth  meet  in  a  point,  casting 
is  the  only  practical  method  of  production,  otherwise 
they  may  be  easily  cut.  Herringbone  gears  run  smoothly 
and  are  strong.  They  also  tend  to  wear  in  such  a  way 
that  the  action  eventually  becomes  nearly  pure  rolling, 
with  a  minimum  of  loss  by  friction  of  the  rubbing  tooth 
surfaces. 

Where  the  shafts  are  other  than  parallel,  the  velocity 
ratios  are  inversely  as  the  numbers  of  teeth  on  the  two 
gears,  but  are  not  inversely  as  the  diameters  of  the  gears. 
Helical  gears  (except  the  herringbone  form)  develop 
thrust  along  the  shaft,  and  provision  must  be  made  for 
it.  They  are  not  of  high  efficiency  as  a  rule,  and  should 
be  avoided  where  the  same  mechanical  effect  can  be 
obtained  by  simpler  forms  of  gears,  unless  their  compact 
ness  is  important. 

Gearing,  Spiral.  A  term  rather  commonly  applied  to 
helical  gearing. 

Gearing,  Spur.  The  common  form  of  gearing,  used  for 
connecting  parallel  shafts,  and  having  teeth  formed  on 
the  circumference  of  short  cylinders  rolling  in  contact 
with  each  other.  It  is  the  simplest  form,  can  be  made 
high  in  efficiency,  and  is  widely  used  in  hoisting  ma 
chinery. 

The  minimum  limit  on  the  size  of  pinions  is  about  15 
teeth  for  the  cycloidal  system  and  25  teeth  for  the  involute 
or  common  system.  There  is  no  maximum  limit,  the 
gear  of  infinite  radius  being  a  rack,  in  which  teeth  are 
cut  on  a  straight  bar.  Teeth  may  also  be  cut  on  the 
inside  of  a  rim  or  ring;  this  is  called  an  internal  or 
annular  gear. 

Spur  gears  usually  have  a  hub  and  are  mounted  on 
a  shaft ;  occasionally  the  teetli  are  cut  on  a  large  ring 
which  is  secured  to  the  outside  of  a  cylinder  like  a  car 
dump  or  revolving  screen,  to  rotate  it  by  power,  and 
the  gear  is  called  a  rina;  gear.  It  is  often  split  for  ease 
of  attachment. 

Cylindrical  friction  gears  are  occasionally  incorrectly 
termed  spur  frictions. 

Gearing,  Train  of.  A  combination  of  gears  on  several 
shafts,  all  meshing  and  having  a  definite  relation  between 
the  speed  of  the  driving  and  that  of  the  driven  gear,  is 
usually  termed  a  train. 

Reduction  gearing  is  a  train  arranged  to  reduce  the 
speed  of  the  driving  shaft  to  a  lower  value  at  the  driven 
shaft.  A  single  reduction  means  a  pinion  or  small  gear 
on  the  driving  shaft  meshing  with  a  larger  one  on  the 
driven  shaft.  A  double  reduction  means  that  in  addition 
to  the  above,  there  is  another  pinion  fast  to  the  same 
shaft  as  the  gear,  and  driving  a  gear  on  the  final  driven 
shaft;  the  auxiliary  shaft  having  the  gear  of  ihe  first 
pair  and  the  pinion  of  the  second  pair  is  termed  the 
intermediate  shaft.  Second  and  third  intermediate  shafts 


81 


GEA 


MATERIAL    HANDLING    CYCLOPEDIA 


GIR 


may  be  added,  giving  triple  and  quadruple  reduction  gear 
ing.     Such  trains  arc  much   used  in  hoisting  machinery. 

Reduction  gear  trains,  mounted  in  a  housing  or  on 
a  base  so  as  to  be  self-contained,  are  often  termed  speed- 
changers  or  speed-reducers,  and  are  on  the  market  in 
standard  forms,  ready  for  coupling  between  a  motor  and 
the  machine  it  is  to  drive,  with  any  desired  speed  reduc 
tion  (or  increase). 

When  the  speed  ratio  is  to  be  varied,  change  speed 
gearing  is  used,  generally  enclosed  in  a  housing  and 
shifted  by  means  of  one  or  two  levers.  This  device  is 
similar  to  the  transmission  of  an  automobile,  from  which 
it  has  been  adapted  to  stationary  power  uses.  Also  called 
variable  speed  gearing,  change  gear  box,  transmission 
gearing,  etc. 

Reversing  gearing  is  a  train  arranged  so  that  with  a 
driving  shaft  always  rotating  in  one  direction,  the  driven 
shaft  may  be  rotated  in  either  direction  at  will.  This 
can  be  accomplished  with  a  swinging  or  sliding  frame 
or  equivalent  device  by  which  either  one  or  two  idlers 
may  be  inserted  in  the  train  at  will,  but  if  this  involves 
unmeshing  and  remeshing  of  gears  while  they  are  moving, 
it  is  dangerous.  In  place  of  this,  the  driver  may  con 
tinuously  turn  two  adjacent  shafts  in  opposite  direc 
tions,  and  a  friction  or  jaw  clutch  may  be  used  to  con 
nect  the  driven  shaft  with  either  as  desired ;  this 
mechanism  is  conveniently  worked  out  with  bevel  gears. 

An  epicyclic  or  planetary  train  of  gears  is  one  in 
which  the  centers  of  some  of  the  gears  have  a  motion  of 
revolution  about  a  fixed  center,  while  they  are  rotating 
on  their  own  axes  in  addition.  The  motion  of  the  driven 
shaft  is  thus  the  resultant  of  motions  from  two  drivers, 
and  large  velocity  ratios  are  possible  with  the  use  of 
only  a  few  gears.  These  planetary  trains  are,  therefore, 
much  used  in  hoisting  mechanisms,  especially  in  chain 
hoists,  to  accomplish  the  transformation  of  a  small  pull 
on  the  hand  chain  over  a  great  many  feet  to  the  lifting 
of  a  large  load  through  a  small  height.  (See  Hoist, 
Planetary;  Hoist,  Differential.) 

Differential  gearing  is  the  term  applied  to  a  device 
inserted  in  the  axle  of  a  vehicle,  to  enable  it  to  pass 
around  curves  without  slipping  on  one  or  the  other  of 
the  wheels,  as  would  be  the  case  if  they  were  fast  on 
an  axle  extending  solid  from  one  wheel  to  the  other. 
It  is  a  form  of  epicyclic  gearing  consisting  of  a  bevel 
gear  attached  to  the  inner  end  of  each  half  axle,  teeth 
facing  inward,  and  a  series  of  three  or  four  small  bevel 
pinions,  equally  spaced  and  carried  on  a  frame,  placed 
between  and  meshing  with  the  bevels.  If  the  vehicle  is 
power,  this  frame  carrying  the  bevel  pinions  also  carries 
the  bevels,  worm  or  sprocket  wheel  which  receives  power 
from  the  motor,  and  thus  applies  it  to  both  axles  at 
once.  One  of  the  axles  may  rotate  faster  than  the  other, 
however,  as  in  making  turns,  by  reason  of  the  bevel 
pinions  rolling  between  the  gears.  (Sec  Gearing,  Travel 
ing.) 

Gearing,  Traveling.  In  traveling  cranes,  the  train  of 
gearing  by  which  power  is  applied  to  produce  the  travel 
ing  motion.  For  overhead  and  gantry  crane  traveling 
gearing,  see  Bridge  Drive. 

In  locomotive  cranes  having  a  four-wheel  truck  a  bevel 
gear  train  is  carried  from  the  winch  engine  to  both  axles, 
or  to  a  central  transverse  shaft  which  is  then  connected 
to  the  axles  by  chain  drive.  In  swiveling  truck  locomo 
tive  cranes,  power  is  supplied  to  the  inner  axle  of  each 
truck  either  by  bevel  gear  trains  with  double  universal 
joints  in  a  longitudinal  shaft  or  by  spur  gearing  through 
transverse  shafts.  In  the  latter  case  swiveling  motion 


of  the  trucks  is  permitted  by  crowning  the  teeth  of  the 
centrally  located  axle  gear,  to  a  circular  arc  whose  center 
is  the  pivot  pin  of  the  truck.  In  either  case  power  is 
brought  to  the  gear  under  the  car  by  means  of  a  vertical 
shaft  passing  down  through  the  center  of  the  turntable. 

A  locomotive  crane  having  eight  wheels  may  have  the 
traveling  gear  disengaged  to  enable  it  to  be  coupled  into 
a  train,  and  driven  at  train  speed.  Four-wheel  cranes 
are  not  usually  thus  arranged. 

In  very  large  locomotive  cranes  which  must  travel  on 
curves  of  short  radius,  the  axles  are  not  continuous  from 
side  to  side,  but  are  connected  through  a  set  of  differential 
gearing,  and  the  power  for  traveling  is  applied  through 
a  longitudinal  drive  shaft  as  in  an  automobile. 
Gearing,  Worm.  A  variety  of  helical  gearing  in  which 
the  non-intersecting  shafts  are  at  right  angles  and  the 
angular  velocity  ratio  is  very  large,  resulting  in  one 
of  the  wheels  having  very  few  teeth,  usually  from  one 
to  four,  and  resembling  a  screw  with  as  many  threads, 
and  the  other  wheel  having  a  considerable  number  of 
teeth  cut  at  a  slight  angle.  The  velocity  ratio,  or  speed 
reduction,  is  equal  to  the  ratio  of  the  number  of  teeth 
on  the  wheel  to  the  threads  on  the  worm.  The  lead  of 
the  worm  is  the  linear  distance  through  which  it  turns 
the  circumference  of  the  wheel  when  the  worm  makes  one 
complete  rotation ;  its  pitch  is  the  distance  from  one 
worm  tooth  to  the  next,  and  is  equal  to  the  lead  only 
when  the  worm  is  single-threaded.  As  the  wear  is 
heaviest  on  the  worm,  it  is  usually  made  of  steel  and 
the  wheel  of  cast  iron  or  bronze.  Both  are  mounted 
in  a  case  or  housing  containing  a  supply  of  lubricant,  and 
provided  with  bearings  for  the  shafts  so  that  the  worm 
and  wheel  will  be  held  in  the  proper  relative  location, 
and  with  a  thrust  bearing  to  receive  the  end  thrust  of 
the  worm. 

Worm  gearing  is  properly  used  whenever  a  large 
speed  reduction  is  necessary,  is  compact  and  smooth  run 
ning,  and  can  be  made  non-reversing,  meaning  that  the 
worm  cannot  be  rotated  by  applying  a  driving  force  to 
the  wheel.  This  irrcversibility  is  secured  at  the  expense 
of  efficiency,  however,  which  will  in  such  cases  always 
be  less  than  SO  per  cent.  Even  with  the  highest  efficiency 
obtainable  by  the  use  of  large  angles  for  the  worm  thread, 
the  efficiency  is  less  than  with  spur  gear  arrangements. 

Worm  gearing  is  always  cut,  and  the  most  satisfactory 
product  is  obtained  by  the  nobbing  process.  It  is  claimed 
that  the  Hindley  worm,  made  in  the  hourglass  form,  and 
fitting  the  circumference  of  the  worm  wheel,  gives  a 
better  distribution  of  load,  and  therefore  less  wear,  but 
it  is  difficult  to  adjust,  and  if  out  of  adjustment  will  give 
excessive  friction. 

Gears,  Interlocked.  In  hoisting  machinery,  when  two 
drums  driven  by  separate  motors  are  used  to  lift  the 
same  load  by  load  lines  attached  to  it  at  different  points, 
the  gearing  must  be  interconnected  in  such  a  way  as  to 
prevent  unequal  raising  or  lowering,  and  consequent  tip 
ping:  this  is  called  interlocking  gearing.  (See  Crane, 
Ladle.) 

Girder,  Box.  A  structural  steel  beam  made  up  of  plates 
and  shapes,  arranged  so  that  a  transverse  section  of  the 
beam  is  a  hollow  rectangle.  This  disposition  of  the  ma 
terial  gives  greater  lateral  strength  for  a  given  vertical 
strength  and  a  given  weight  of  material  than  is  afforded 
by  a  plate  girder,  but  is  more  expensive  to  construct  and 
is  liable  to  corrosion  on  the  inside  where  it  cannot  be 
properly  painted. 

Girder,  Braced.  A  structural  steel  beam  made  up  of 
plates  and  shapes,  with  continuous  members  running  for 


82 


GIR 


DEFINITION    SECTION 


ORE 


the  whole  span  along  the  top  and  bottom,  these  being  con 
nected  at  the  ends,  and  at  frequent  intervals  between,  by 
diagonal  or  vertical  struts  or  bars,  or  by  both  diagonals 
and  verticals.  The  continuous  members  are  made  up  of 
channels,  angles  or  strips  of  plate,  single,  in  duplicate,  or 
in  combination  with  each  other :  the  upper  member  is 
called  the  top  chord  or  (in  beams  supported  at  the  ends) 
compression  flange,  the  lower  is  called  the  lower  chord 
or  tension  flange.  The  upper  chord  is  horizontal,  the 
lower  horizontal  or  fishbellied,  the  latter  being  more  costly 
but  lighter.  A  number  of  systems  of  bracing  are  used, 
the  most  usual  for  cranes  being  the  Warren,  Linville  and 
Lattice. 

Braced  construction  is  lighter  than  the  plate  or  box 
girder  type,  but  the  labor  cost  to  manufacture  is  higher. 
Weight  saved  in  a  crane  bridge  may,  however,  allow  a 
saving  in  the  runway  girders. 

Braced  girders  arc  used  in  all  bridge  structures  of 
large  span  and  for  supporting  heavy  loads,  and  for  small 
spans  and  lighter  loads  where  weight  is  important  and 
the  headroom  is  not  restricted. 

Girder,  Duplex.  A  double-braced  girder  consisting  of 
two  simple  braced  girders  placed  side  by  side  but  sep 
arated  a  small  distance,  and  latticed  together.  This  con 
struction  gives  greater  transverse  strength  and  stiffness 
than  would  be  given  by  a  plain  braced  girder  of  equal 
vertical  strength. 

It  is  much  used  in  girders  of  bridge  cranes. 

Girder,  Plate.  A  structural  steel  beam  made  up  of 
plates  and  angles,  arranged  so  that  a  transverse  section 
of  the  beam  is  'ike  the  letter  I.  This  gives  a  beam  of 
great  vertical  strength  and  one  which  is  easily  con 
structed  and  painted,  but  which  is  liable  to  be  deficient 
in  lateral  strength  unless  reinforced  by  a  horizontal  aux 
iliary  girder,  or  braced  to  another  duplicate  girder.  (See 
Girder,  Box.) 

Used  for  runways  and  bridges  of  overhead  travelling 
cranes  and  in  steel  construction  work  generally. 

Girt.  The  distance  piece  or  separator  which  holds  the 
two  side  frames  of  a  crane  trolley  in  their  proper  posi 
tion.  It  supports  the  operating  machinery  and  also  car 
ries  the  upper  block  of  the  hoisting  tackle  and  the  equal 
izing  sheave.  The  heavy  load  may  cause  deflection  of  a 
single  girt  with  the  resulting  binding  of  hearings,  so  an 
extra  girt  is  often  supplied,  called  the  load  girt,  which 
is  attached  at  the  ends  to  the  side  frames  at  points  di 
rectly  over  the  rails  in  such  a  way  that  its  deflection 
cannot  cause .  springing  of  the  side  frames.  This  girt 
carries  the  upper  block;  the  usual  girt,  called  the  ma 
chinery  girt,  supports  the  machinery — motors,  brakes,  etc. 
The  load  girt  carries  from  one-half  (in  four-part  reev 
ing)  to  seven-eighths  (in  sixteen-part  reeving,  in  large 
cranes)  of  the  total  load,  the  remainder  being  divided 
between  the  equalizing  sheave  and  the  drum.  Occa 
sionally  two  machinery  girts  and  one  load  girt  are  used. 
Sometimes  called  lifting  beam. 

Goliath.  A  popular  name  given  to  a  type  of  large 
travelling  gantry  crane  used  for  shipyard  fitting  out. 

Gooseneck.  An  iron  fitting  sometimes  used  for  attach 
ing  the  inner  end  of  a  derrick  boom  to  the  mast.  A  bar 
or  pin  is  hinged  to  a  piece  rigidly  attached  to  the  end  of 
the  boom  and  this  pin  fits  into  a  vertical  socket  in  a 
part  attached  rigidly  to  the  mast,  thus  permitting  both 
change  of  inclination  and  slewing-  of  the  boom. 

Also,  a  piece  of  pipe  shaped  like  the  letter  S,  or  one 
with  a  return  bend  on  the  end. 

Governor.  A  mechanism  for  controlling  the  action  of 
a  machine  as  regards  some  quality  of  its  output.  Most 


governors  aim  to  maintain  approximately  constant  speed 
of  the  machine,  but  some  aim  to  maintain  a  constant 
fluid  pressure,  as  pump  governors ;  a  constant  voltage  or 
constant  current,  as  some  types  of  electrical  equipment; 
or  a  constant  level  of  water  in  a  tank,  etc. 

In  governors  used  on  prime  movers,  such  as  engines 
and  turbines,  constant  speed  is  the  principal  requirement, 
and  since  change  of  centrifugal  force  due  to  change  of 
speed  is  utilized  as  the  operating  force  of  the  governor, 
constant  speed  is  practically  never  obtained. 

In  machines  which  cannot  normally  run  away  becauje 
the  resistance  increases  with  the  speed  at  a  more  rapid 
rate  than  the  power  developed,  like  centrifugal  pumps, 
blowers  and  screw  propellers,  some  safety  device  is  nec 
essary  to  prevent  running  away  due  to  a  sudden  acci 
dental  decrease  of  the  resistance,  like,  the  breaking  of  a 
discharge  line  or  of  a  shaft,  and  these  are  often  called 
governors.  They  generally  stop  the  machine  completely. 
The  governors  on  steam  driven  air  compressors  are 
sometimes  designed  to  maintain  a  constant  pressure.  An 
other  type  slows  the  compressor  down  to  the  lowest  speed 
practicable  during  the  time  the  unloader  is  preventing 
the  compression  of  air,  but  brings  it  at  once  to  full  run 
ning  speed  when  compression  again  commences,  and  holds 
this  speed  constant.  In  this  case  there  are  two  running 
speeds,  and  the  air  pressure  in  the  system  is  allowed  to 
vary  between  definite  limits. 

Elevators  and  lowering  devices  in  which  lowering  is 
automatic,  that  is,  accomplished  without  the  application 
of  power  in  the  lowering  direction — often  have  brakes  or 
equivalent  devices  operated  by  the  speed  of  the  moving 
part,  which  limit  it,  or  even  stop  the  motion  entirely  if 
it  exceeds  a  certain  predetermined  safe  value. 

Governor,  Pump.  A  mechanism  added  to  a  pump,  and 
designed  to  maintain  a  constant  discharge  pressure,  or  a 
constant  level  in  a  suction  or  a  discharge  tank,  or  to 
prevent  the  pump  running  away  and  wrecking  itself  if 
the  discharge  resistance  is  accidentally  removed,  as  by  the 
bursting  of  a  discharge  line. 

Grab.     See  Bucket,  Grab  (British). 

Grab  Hoist.  A  hoisting  winch  arranged  for  handling 
a  grab  bucket.  (See  Bucket,  Grab.) 

Grader.  A  type  of  excavating  machine  which  is  used  to 
remove  and  redistribute  the  material  on  the  surface  of 
a  road  for  the  purpose  of  leveling  it,  or  preparing  a 
subgrade  for  road  improvement. 

Grader,  Elevating.  A  grader  which  levels  the  surface 
of  the  ground  by  scraping  it.  and  throws  the  loosened 
material  onto  the  lower  end  of  a  conveyor  by  which  it  is 
delivered  above  and  to  the  side  of  the  machine,  where  it 
is  deposited,  or  discharged  into  wagons  for  removal. 

Grapple.  A  device  operating  like  a  clamshell  grab 
bucket,  but  having  three  or  more  prongs  on  each  side 
instead  of  shells  made  of  plate,  and  used  for  handling 
long  objects  either  singly  or  in  bulk,  like  logs,  ties,  pulp- 
w-ood,  etc.,  and  for  handling  irregular  objects  like  stumps, 
snags  and  large  stones.  For  long  objects  the  sides  are 
usually  open,  to  allow  the  ends  of  the  pieces  to  project, 
but  for  stone,  etc.,  they  may  be  closed  by  short  prongs. 
Page  313. 

Grapple,  Wood.     A  grapple  especially  adapted  for  the 
handling  of  pulp-wood,  ties,  props,  cord-wood,  legs,  etc. 
(See  Grapple.) 

Gravity  Roller  Spiral.     See  Spiral,  Gravity  Roller. 

Gravity  Runway.     See  Conveyor.  Roller;  Chute. 

Grease-cup.  A  receptacle  designed  to  hold  solid  or 
very  viscous  lubricants,  which  are  squeezed  through  an 
opening  leading  to  the  part  to  be  lubricated. 


83 


GRI 


MATERIAL    HANDLING    CYCLOPEDIA 


HOI 


Grizzly.     See  Screen,  Grizzly. 

Grizzly,  Arrow-head.  A  bar  or  grizzly  screen  in  which 
the  cross  section  of  the  screen  bar  has  an  enlarged  head 
with  a  point  upward,  somewhat  like  an  arrow  head. 

Grizzly,  Rotary.     See  Screen,  Rotating  Disc. 

Guard,  Rope  or  Guard,  Chain.  A  curved  stationary 
piece  of  metal  tilted  partially  around  the  circumferenc- 
of  a  rope  or  chain  sheave,  to  prevent  the  rope  or  chain 
from  jumping  the  sheave  flanges,  or  working  out  if  it 
is  slackened. 

Also,  a  fair-leader,  or  smooth  opening  through  which 
the  rope  or  chain  is  led,  and  which  guides  it  properly 
into  the  groove  of  the  sheave.  See  also  Fairleader. 

Gudgeon.  (British)  An  overhung  or  cantilever  pin  or 
shaft,  like  the  crank  pin  of  a  side  crank  engine. 

In  particular,  the  term  often  applied  to  the  pivot  pin  at 
the  top  of  a  derrick  mast. 

Gusset  Plate.  A  bracket  of  steel  plate  for  stiffening  the 
connection  between  two  structural  steel  members  meeting 
each  other  at  an  angle.  In  overhead  travelling  cranes, 
strong  gusset  plates  are  used  to  stiffen  the  connection 
between  the  bridge  girders  and  the  end  truck. 

Guy.  A  rope  or  other  similar  appliance  used  to  steady 
something.  A  rope  or  chain  used  to  steady  a  boom,  mast, 
etc.,  and  keep  it  from  falling  over  or  from  swinging 
sideways.  (See  Guy,  Derrick.) 

Guy,  Derrick.  A  guy  used  to  hold  in  position  (gener 
ally  vertical)  the  top  of  the  mast  of  a  derrick.  At  least 
three  guys  must  be  used  to  enable  it  to  resist  forces 
acting  in  any  direction,  and  five  or  more  are  generally 
used.  For  temporary  or  light  use  they  may  be  of  manila 
rope,  but  on  account  of  the  change  of  length  of  such 
material  with  atmospheric  conditions,  as  well  as  stretch, 
steel  wire  rope  is  much  preferred. 

When  rigid  struts  are  used,  they  are  called  Stiff-legs. 
(See  also  Anchorage;  Dead  Men.) 

Guy  Cap.  A  circular  metal  part  to  which  the  guys  sup 
porting  a  derrick  mast  are  attached.  It  fits  on  the 
gudgeon  or  mast  top  pivot  as  a  bearing,  and  has  openings 
around  its  periphery  through  which  the  ends  of  the  guys 
may  be  passed,  bent  around  on  themselves  and  secured 
by  clips.  (See  Mast  Top.)  Also  called  Guy  Spider. 

Gypsy  Head.     See  Winch   Head. 

Gypsy  Windlass.  A  term  sometimes  applied  to  a  com 
bination  of  a  wildcat  and  a  gypsy  head  on  the  same  shaft, 
generally  when  hand-operated. 

Hack.  A  name  applied  to  a  kind  of  pallet  used  for 
holding  a  pile  of  brick  during  the  process  of  manufac 
ture,  consisting  of  a  solid  or  slat  top  with  two  cross 
cleats  beneath. 

Handbarrow.  A  rectangular  flat  bottom  box,  with  the 
long  sides  extended  at  each  end  to  make  handles  by 
which  it  may  be  lifted  or  carried. 

Hand-line.  A  small  manila  or  hemp  rope  of  convenient 
size  to  -be  coiled  and.  one  end  being  held,  thrown  to  a 
distant  point,  generally  as  a  means  of  hauling  a  larger 
rope,  chain,  etc.,  across  an  open  space.  Also,  a  small 
line  used  for  lowering  or  hoisting  articles  by  hand. 

Hanger.  A  part  or  piece  by  which  another  part  is  sus 
pended  or  held  in  place  from  above,  like  a  shaft  hanger, 
monorail  track  hanger,  etc. 

Hatch.  An  opening,  generally  rectangular,  in  a  ship's 
deck  for  passage  of  cargo,  equipment  or  persons.  Also 
the  cover  to  lit  such  an  opening,  more  often  called  a 
hatch  cover.  Also  a  rectangular  opening  in  a  floor  or 
roof  of  a  building. 

Where  exposed  to  the  weather,  hatches  are  generally 
provided  with  coamings  or  low  walls  around  the  open 


ing,   so   that   water   running  along  the   deck   cannot   leak 
to  the  space  below. 

Hatch,  Coaling.  A  opening  provided  in  a  deck  for  the 
purpose  of  loading  coal. 

Haulage,  Cable  or  Rope.     See  Cable   Car  Haulage. 

Haulage,  Superposed  Track  Self-Dumping  Car.  A 
hauling  and  dumping  system  for  elevating  material  on 
slopes  and  used  for  coal  and  similar  bulk  material,  in 
which  the  car  is  hauled  up  the  slope  on  a  track 
dumped  at  the  top  and  transferred  to  another  track 
superposed  on  the  first,  on  which  it  descends.  A  chain 
conveyor  with  crossbars  pushes  the  loaded  cars  up  and 
retards  the  empties  down,  the  car  weights  thus  being- 
balanced  against  each  other. 

For  a  method  of  dumping  the  car  at  the  top,  see 
Swing  Lift  Transfer. 

The  device  is  also  made  in  a  portable  form  and  can 
be  used  for  handling  dirt,  gravel,  crushed  stone,  etc. 

Hawser.  A  large  rope,  either  manila  or  wire,  used  on 
shipboard  for  towing,  mooring,  etc. 

Head.  The  top  or  end  of  a  thing,  especially  when  dis 
tinguished  in  some  way  from  the  rest  of  it,  as  the  head 
of  a  mast,  or  of  a  bolt. 

Header.  A  pipe  into  which  a  number  of  other  pipes 
terminate  at  right  angles,  as  a  boiler  header,  or  a  pipe 
header. 

Also,  a  part  of  a  framed  structure  around  an  opening, 
which  is  fitted  transversely  to  the  direction  of  most  of 
the  members,  and  against  which  they  butt  and  to  which 
they  are  attached. 

Headroom.  The  distance  underneath  a  structure  or 
obstruction,  or  between  it  and  the  ground.  Clearance 
measured  in  a  vertical  direction. 

Heel.     The  inclination  to  one  side  of  a   floating  vessel. 
Also,  the  lower  or  inner  end  of  a  spar,  boom  or  strut. 
(See  Boom  Heel.) 

Helix.  A  curve  traced  by  a  point  which  moves  around 
a  fixed  line  at  a  constant  distance  from  it,  and  at  the 
same  time  progresses  along  the  line,  like  the  thread  on  a 
bolt. 

Hinge  Plates.  The  two  principal  parts  of  a  hinged  con 
nection  as  used  for  attaching  a  swinging  wall  bracket 
crane  to  the  wail.  They  are  connected  with  a  hinge  pin, 
which  may  be  continuous  for  the  upper  and  lower  hinges 
of  a  pair. 

Hitch.  Any  one  of  a  variety  of  methods  of  attaching 
a  rope  to  an  object,  to  another  rope  or  to  another  portion 
of  itself,  in  such  a  manner  that  it  can  be  easily  detached. 

Hitching,  Car.  A  term  applied  to  a  coupling  used  for 
mine  and  similar  ears.  It  may  consist  of  a  link  with 
clevis  at  each  end,  or  a  chain  of  several  links. 

Hoist.  A  mechanism  or  machine  whose  function  it  is 
to  elevate  or  raise  heavy  objects,  generally  by  means  of 
tackle  or  gear  hanging  from  above,  and  often  including 
such  tackle  or  gear.  The  load  usually  hangs  free ;  when  a 
guided  platform  carries  it  the  term  elevator  is  used  (see 
elevator),  but  this  rule  has  exceptions  (see  Hoist,  Mine). 
The  mechanism  is  usually  arranged  to  give  a  reduction 
of  speed  and  increase  of  force  between  the  source  of 
power  and  the  point  of  lifting,  but  this  may  be  reversed, 
as  in  air  cylinder  hoists.  Most  true  hoists  are  self-con 
tained  or  complete  in  themselves,  as  chain  hoists,  pneu 
matic  hoists,  block-and-tackle,  and  some  electric  hoists ; 
other  so-called  hoists  are  simply  winding  machines  re 
quiring  combination  with  other  machines  and  fittings  be 
fore  hoisting  can  be  accomplished.  The  term  is  frequent 
ly  incorrectly  used  to  designate  a  winch  or  any  geared 
machine  which  can  exert  a  pull  by  winding  rope  on  a 


84 


HOI 


DEFINITION    SECTION 


HOI 


drum.  This  is  correct  only  in  case  it  is  mounted  in  an 
elevated  position  relative  to  the  load,  or  with  the  load 
pendent  from  it.  When  it  is  located  on  the  ground  and 
used  for  hoisting  purposes  by  leading  the  rope  to  an 
elevated  sheave,  it  is  better  called  a  hoisting  winch. 

The  different  kinds  of  hoists  are  distinguished  by  terms 
designating  (a)  the  power  used,  as  for  example,  hand, 
electric,  air;  (b)  the  kind  of  gearing  used,  as  chain, 
differential,  screw,  planetary;  (c)  the  combination  with 
other  apparatus  as  trolley,  twin,  built-in,  independent. 
The  hoists  of  most  overhead  travelling  cranes  and  of 
many  gantry  and  jib  cranes  are  built  into  the  trolley. 

Page  203,  773-804,  829. 

Hoist,  Air.  A  hoist  operated  by  an  air  engine.  The 
engine  is  usually  of  the  two-cylinder  type,  with  cranks 
at  90  (leg.,  though  rotating  or  oscillating  cylinder  and 
other  types  are  in  use.  The  engine  crank  shaft  is  geared 
to  a  drum  on  which 'the  hoisting  rope  is  wound,  and  all 
are  mounted  in  a  frame  which  may  be  hung  on  or  built 
into  a  monorail  or  other  trolley.  Air  is  led  to  the  hoist 
through  hose,  and  is  exhausted  from  the  engine  into  the 
room  where  the  hoist  is  used  through  a  muffler  if  noise  is 
objectionable. 

The  name  is  also  applied  to  air  winches,  which  may  be 
located  on  the  ground  or  some  other  convenient  place, 
and  have  the  hoisting  line  led  to  the  point  at  which  hoist 
ing  is  to  be  done. 

Also,  a  direct-acting  hoist  utilizing  a  piston  moving  in 
a  cylinder  under  the  action  of  compressed  air,  the  load 
hook  being  attached  directly  to  the  end  of  the  piston 
rod,  or  to  a  wire  rope  block-and-tackle  operated  by  the 
piston  rod.  (See  Hoist,  Air  Cylinder). 

Page  207. 

Hoist,  Air  Cylinder.  A  hoist  in  which  a  direct  pull  is 
obtained  by  a  long  stroke  cylinder  and  piston  operated 
by  compressed  air.  In  the  simplest  form,  the  cylinder  is 
supported  in  a  vertical  position  with  the  piston  rod  pro 
jecting  through  a  stuffing  IKI.X  in  the  lower  end,  and  the 
admission  of  air  to  the  space  beneath  the  piston  forces 
it  upward  and  raises  the  load ;  release  of  the  air  allows 
the  load  to  descend.  This  is  called  a  single-acting 
cylinder  hoist,  while  simple  it  does  not  admit  of  delicate 
control.  Another  type  maintains  full  pressure  on  the 
lower  or  stuffing  box  side  of  the  piston,  and  a  variable 
pressure  on  the  upper  side,  air  being  discharged  from  the 
upper  side  to  hoist,  and  admitted  to  it  from  the  pressure 
line  to  lower.  The  length  of  lift  is  limited  by  the  length 
of  the  cylinder. 

The  cylinder  is  usually  of  steel,  ground  and  polished 
on  the  inside,  with  heads  screwed  on,  or  bolted  to  flanges 
which  are  screwed  on  the  ends  of  the  cylinder.  The 
piston  is  usually  made  tight  by  leather  packing  rings,  and 
the  arrangement  of  the  head  is  such  that  it  can  lie 
easily  removed  for  inspection  and  repairs.  The  cylinder 
may  he  mounted  rigidly,  or  supported  in  trunnions  on  a 
crane  trolley. 

For  lifts  greater  in  height  than  the  length  of  a  well 
proportioned  cylinder,  or  where  the  headroom  available 
will  not  allow  a  vertical  cylinder  above  the  crane,  the 
cylinder  may  be  fixed  in  a  horizontal  or  any  other  con 
venient  position,  and  operate  the  hoisting  hook  by  wire 
rope  passing  over  guide  sheaves.  One  or  two  sheaves 
carried  in  a  head  attached  to  the  end  of  the  piston  rod 
and  moving  in  guides,  acting  in  conjunction  with  one  or 
two  fixed  sheaves  and  rope  properly  arranged,  will  allow 
a  cylinder  of  a  certain  stroke  to  hoist  a  load  through 
two,  three  or  four  times  the  stroke.  The  arrangement 
may  also  be  reversed  to  allow  a  long  stroke  cylinder  to 


lift   a  very   heavy   load  through   a   short   distance,   acting 
in  this  case  like  an  ordinary  block-and-tackle. 

Horizontal  cylinders  will  not  always  return  after  mak 
ing  a  hoist,  and  are  therefore  often  arranged  with  variable 
pressures  on  both  sides  of  the  piston.  Or,  with  a  constant 
high  pressure  on  the  stuffing  box  side  and  a  variable  pres 
sure  on  the  other  side  of  the  piston,  an  enlarged  piston 
rod  will  give  enough  excess  force,  when  full  pressure 
is  on  both  sides,  to  move  the  piston  toward  the  stuffing 
box  end. 

I' or  convenience  and  safety  in  operation,  several 
auxiliaries  are  often  included,  as  follows:  An  air  admis 
sion  valve  which  will  allow  control  of  the  speed  of  hoist 
ing  or  lowering;  air  cushions  to  prevent  jar  at  the  ends 
of  travel;  adjustable  stops  for  use  when  hoisting  and 
lowering  Ix'tween  fixed  limits ;  top  safety  check  for  pre 
venting  the  piston  from  flying  violently  to  the  top  posi 
tion  should  the  load  become  accidentally  detached;  and 
an  automatic  arrangement  to  prevent  slow  creeping 
downward  due  to  leakage  of  air. 

Page  207. 

Hoist,  Built-in.  A  hoisting  mechanism  which  is  built 
into  a  crane  trolley  or  other  portion  of  a  crane  structure 
in  such  a  way  that  it  cannot  be  easily  removed,  taken 
elsewhere  and  used  as  a  hoist,  as  distinguished  from  an 
independent  hoist.  (See  Hoist,  Trolley,  for  example.) 
Hoist,  Chain.  A  hoisting  mechanism  consisting  of 
chain  sheaves,  gearing,  casing,  supporting  and  load  hooks, 
and  hand  and  load  chains,  so  arranged  that  a  load  may 
be  lifted  on  the  load  chain  by  pulling  on  the  hand  chain. 
The  hoist  is  supported  at  the  top  of  the  casing,  with  the 
chains  pendent.  It  may  be  provided  with  a  supporting 
hook  or  shackle,  in  which  case  it  is  portable  or  inde 
pendent  ;  or  it  may  be  structurally  a  part  of  a  trolley  or 
traversing  mechanism,  in  which  case  it  is  termed  "built 
in." 

Chain  hoists  are  used  for  small  or  moderate  loads,  for 
short  lifts  and  for  intermittent  service. 

(For  special  types,  see  Hoist,  Differential  Chain;  Hoist, 
Screw  Chain;  Hoist,  Kpicyclic  Geared.) 

Also  called  chain  block  or  chain  block  hoist. 

Page  203,  774-780. 

Hoist,  Differential  Chain.  A  hoisting  mechanism  con 
sisting  of  a  hook  and  frame  supporting  on  a  shaft  two 
rigidly  connected  chain  sheaves  of  slightly  different 
diameters,  an  endless  chain  passing  in  succession  around 
one  of  these  upper  sheaves,  a  single  lower  sheave,  the 
other  upper  sheave  and  a  free  hanging  loop.  The  lower 
sheave  is  mounted  in  a  block  and  has  below  it  a  hook 
on  which  is  bung  the  load  to  be  lifted.  This  lower  or 
load  block  is  thus  hung  in  one  loop  of  the  chain  sup 
ported  by  the  two  upper  sheaves ;  this  is  called  the  load 
chain.  The  other  loop  is  free  and  is  used  as  the  hand 
chain.  Owing  to  the  difference  in  diameters  of  the  two 
upper  sheaves,  the  load  will  move  up  or  down  in  accord 
ance  with  the  movements  of  the  load  chain  passing  onto 
the  larger  sheave,  as  it  winds  more  chain  in  one  direction 
than  the  smaller  sheave  unwinds  in  the  opposite  direc 
tion. 

Hoists  of  this  type  will  sustain  the  load  in  any  posi 
tion  \\  ithout  a  brake,  but  arc  low  in  efficiency.  Since 
the  same  chain  serves  as  a  load  chain  and  a.  hand  chain 
it  becomes  inconveniently  large  for  hand  pulling  in  the 
larger  capacity  hoists. 

Page  204.  774-780. 

Hoist,  Drill  Column.  A  term  sometimes  applied  to  a 
small  portable  hand  or  air  winch  arranged  to  bolt  to 


85 


HOI 


MATERIAL    HANDLING    CYCLOPEDIA 


HOI 


drill-columns  in  mines,  and  used  there  for  miscellaneous 
hoisting  or  haulage  work  in  connection  with  moving  min 
ing  machines  or  removing  mined  coal. 
Hoist,  Drum.    See  Drum  Hoist. 
Hoist,  Dual.     See  Hoist,  Twin. 

Hoist,  Dumping,  Motor  Truck.  An  apparatus  which 
lifts  the  front  end  of  a  dump  hody.  (See  Body,  Motor 
Truck.)  Hand  operated  hoists,  used  for  light  loads, 
have  a  hand  crank  connected  by  a  train  of  gears  to  an 
arm  attached  to  the  dumping  body.  Mechanical  hoists 
are  driven  from  the  engine,  generally  by  a  separate  shaft 
projecting  from  the  transmission  case,  with  a  clutch 
which  is  engaged  by  a  hand  lever  located  near  the  driver's 
seat,  raising  the  body  by  wire  rope  or  chain  wound  on 
a  drum,  or  by  pitch  chain  passing  around  sprockets.  A 
hydraulic  hoist  consists  of  a  cylinder  and  piston  or  ram, 
connected  between  the  body  and  chassis  by  steel  cables 
or  levers.  Oil  delivered  from  an  oil  pump  driven  by  the 
engine  fills  the  cylinder  and  forces  the  piston  out,  there 
by  lifting  the  front  end  of  the  body.  The  amount  of 
flow  is  controlled  by  the  engine  speed. 

Page  702. 

Hoist,  Duplex.  See  Hoist,  Screw  Chain. 
Hoist,  Electric.  Any  hoist  driven  by  an  electric  motor. 
(See  Mine  Hoist,  Electric;  Crane,  Electric  Overhead 
Traveling. )  The  term  is  also  applied  in  a  more  limited 
way  to  a  small  or  medium  capacity  self-contained  elec 
trically  operated  drum  hoist  hung  on  or  built  into  a 
monorail  trolley.  Spur,  worm  and  planetary  gearing  are 
employed. 

Page  211,  773-804. 

Hoist,  Epicyclic.  See  Hoist,  Planetary. 
Hoist,  First  Motion.  A  term  applied  to  a  hoisting 
winch  in  which  the  engine  or  motor  drives  the  shaft  on 
which  the  drum  is  mounted,  directly,  without  the  inter 
position  of  any  gearing.  As  the  drum  rotates  at  the 
engine  speed  the  hoisting  speed  is  high,  but  the  engine 
must  be  capable  of  exerting  the  necessary  torque. 
Hoist,  Flat  Rope.  A  hoisting  winch  in  which  a  short 
drum  or  reel  winds  the  hoisting  rope  in  successive  layers. 
This  system  has  the  advantage  that  a  short  and  light  reel 
replaces  the  more  usual  long  and  heavy  drum.  Since  the 
winding  diameter  steadily  increases  during  hoisting,  the 
speed  and  the  power  required  also  increase,  and  the 
motor  or  engine  must  be  sufficiently  powerful  to  exert 
the  necessary  maximum  torque  when  the  rope  is  wound 
to  its  greatest  diameter. 

Hoist,  Geared.  A  hoist  in  which  some  form  of  toothed 
gearing  is  used  between  the  point  of  application  of  power 
or  hand  pull  and  the  point  of  application  of  the  load,  as 
distinguished  from  one  in  which  the  load  is  lifted  direct 
ly  by  winding  a  rope  or  chain  around  a  drum  or  sheave 
on  a  shaft  to  which  power  is  applied,  or  from  a  block- 
and-tackle  hoist.  (See  Gearing.) 

The  most  common  geared  hoist  has  a  plain  gear  train, 
consisting  of  a  series  of  parallel  shafts  carrying  spur 
pinions  and  gears,  and  transmitting  motion  through  them 
in  succession.  (See  Hoist,  Trolley.)  Other  types  are 
those  employing  chain  gearing  (see  Hoist,  Differential 
Chain),  screw  gearing  (see  Hoist,  Screw),  and  planetary 
or  epicyclic  gearing  (see  Hoist,  Planetary  Geared). 
Hoist,  Hand.  A  hoist  which  is  operated  by  hand  power. 
They  may  be  classified  as  hand  chain  hoists,  which  are 
operated  by  pulling  on  a  hand  chain,  or  as  crank  op 
erated  hoi  ts. 

Page  295,  774-780. 


Hoist,  Hydraulic.  A  hoist  consisting  of  a  cylinder  in 
which  a  piston  or  plunger  is  moved  by  means  of  a  liquid 
such  as  oil  or  water  pumped  in  under  pressure.  The  pis 
ton  rod  may  lift  the  load  directly,  by  means  of  a  rope 
led  around  guide  sheaves  or  by  means  of  levers ;  re 
versed  block  and  tackle  is  often  used  to  gain  an  in 
crease  in  the  speed  and  length  of  lift  at  the  expense  of 
the  magnitude  of  the  load  lifted.  In  some  cases  the 
piston  or  plunger  is  fixed  and  the  cylinder  moves  under 
the  influence  of  hydraulic  pressure  in  a  liquid  introduced 
through  a  passage  in  the  former.  In  some  cases  jib 
cranes  are  mounted  on  the  cylinders,  hoisting  being  ac 
complished  by  raising  cylinder  and  crane  bodily. 
Hoist,  Independent.  A  hoisting  unit  which  may  be 
moved  from  place  to  place  and  be  hung  on  a  support 
wherever  desired  for  lifting  operations,  as  distinguished 
from  one  which  is  built  into  a  crane  trolley,  crane  pillar, 
etc.,  and  which  must  be  used  in  connection  with  it.  Block- 
and-tackle  and  chain  hoists  are  typical  examples.  The 
hoisting  unit  may  be  hung  on  an  eye  by  a  hook,  or  bolted 
in  place  by  a  clevis  and  pin  connection.  Also  called 
portable  hoist. 

Page  774-800. 

Hoist,  Loading  Boom.  A  hoist  arranged  to  operate  the 
loading  boom  in  a  coal  tipple.  It  is  driven  by  a  line 
shaft  irom  the  other  tipple  machinery  or  by  a  separate 
motor,  and  includes  a  reversing  drive  with  bevel  gears 
and  double  cone  clutches  driving  the  drum  through  a 
non-reversing  worm  wheel.  Owing  to  this  last  feature, 
no  brake  is  needed  to  hold  the  boom  at  any  desired  po 
sition. 

Hoist,  Mine.  A  winding  machine  or  winch  located  at 
or  near  the  head  of  a  mine  shaft,  and  used  for  raising 
the  mined  material  and  transporting  men  and  construc 
tion  material.  Steam  and  electric  driven  hoists  are  the 
most  common,  and  there  is  usually  one  geared  reduction 
between  the  source  of  power  and  the  winding  drum.  Two 
cages,  cars  or  skips  are  generally  installed,  one  acting  as 
a  counterbalance  for  the  other.  Various  arrangements 
of  conical  and  cylindro-conical  drums  are  adapted,  either 
to  aid  the  counterbalancing,  or  to  automatically  provide 
for  gradual  acceleration  and  retardation.  (See  Drum, 
Mine  Hoist.)  The  hoist  is  generally  handled  by  an  op 
erator  located  at  the  machine ;  information  as  to  the 
location  of  the  cages  in  the  shaft  is  given  by  depth  in 
dicators.  Overspeed  and  overhoisting  protective  devices 
are  also  an  essential  part  of  the  equipment  to  prevent 
accident  due  to  negligence  of  the  operator  or  derange 
ment  of  various  mechanisms.  (See  Controller,  Hoist; 
Stop,  Limit.) 

Hoist,  Monorail.  A  term  often  applied  to  a  crane  con 
sisting  of  a  hoist  carried  by  a  trolley  traveling  on  an 
overhead  monorail  track  (see  Trolley,  Monorail;  Mono 
rail  Track),  as  distinguished  from  one  which  runs  on 
two  rails  like  an  ordinary  two  girder  overhead  traveling 
crane.  It  may  vary  in  form  from  a  simple  hand  chain 
hoist  on  a  trolley,  with  or  without  gearing  for  traveling, 
to  a  full  motor  operated  hoist  and  trolley  with  floor  or 
cage  control.  The  cage  controlled  (or  "man-trolley") 
type  is  preferably  distinguished  as  a  telpher.  (See 
Telpher.)  Also  called  tramway  or  trammail  hoist; 
transporter,  and  man-trolley. 
Also,  a  hoist  mounted  on  a  monorail  trolley 
Page  774-804. 

Hoist,  Planetary  Geared.  A  hoist  in  which  a  train  of 
planetary  or  epicyclic  spur  gearing  is  used  to  obtain  a 
large  velocity  ratio  between  the  points  of  application  of 


86 


HOI 


DEFINITION    SECTION 


HOI 


power  or  hand  pull,  and  of  the  load.  Such  hoists  are 
made  for  both  hand  and  power  drive,  the  latter  usually 
being  by  an  electric  motor.  The  gearing  is  arranged  in 
various  manners;  two  examples  will  be  given.  In  one, 
a  hand  chain  passing  over  a  chain  sheave  rotates  a 
pinion.  Equally  spaced  around  the  circumference  of  this 
pinion,  meshing  with  it  and  carried  in  a  frame  which  can 
rotate  independently  of  the  shaft  mentioned,  are  two  or 
three  internv.'diatc  gears  each  having  fast  to  its  side  and 
concentric  with  it  a  smaller  gear  which  meshes  with  an 
annular  gear  fast  to  the  casing.  The  frame  carrying 
these  intermediate  gears  is  rigidly  connected  to  a  sleeve 
surrounding  the  shaft  of  the  hand  chain  sheave,  and  fast 
on  this  sleeve  is  the  load  sheave,  over  which  the  load 
chain  is  passed.  Rotation  of  the  hand  chain  shaft  pinion 
forces  the  intermediate  gears  to  turn,  and  on  account  of 
these  meshing  with  the  annular  gear  they  are  forced  to 
roll  around  inside  of  it.  carrying  with  them  the  frame 
and  the  load  sheave.  A  large  angular  velocity  ratio  of 
the  hand  to  load  shafts  can  be  obtained  with  very  few 
shafts  and  gears ;  consequently  the  efficiency  is  high,  and 
a  load  braki.-  must  be  included  to  prevent  involuntary 
lowering.  (See  Brake,  Load.)  This  is  sometimes  called 
a  triplex  hoist. 

In  another  hoist,  also  hand  operated,  the  turning  of  the 
hand  chain  wheel  rotates  a  pair  of  small  eccentrics 
through  a  spur  gear  and  two  pinions.  These  rotate  in 
circular  openings  in  a  frame  on  which  is  mounted  an 
annular  gear,  giving  it  a  gyratory  motion,  or  a  motion 
of  circular  translation.  The  annular  gear  is  always  in 
mesh  with  a  spur  gear  to  the  shaft  of  which  the  load 
sheave  is  fastened,  and  each  gyration  of  the  annular  gear 
causes  the  gear  to  rotate  by  an  amount  equal  to  the  dif 
ference  in  the  numbers  of  teeth  in  the  annular  and  gear. 

For  an  example  of  planetary  gearing  applied  to  a 
power  operated  hoist,  see  Hoist,  Electric. 

Page  203. 

Hoist,   Portable.     A   hoist   which   may  be   moved  from 
place  to  place  and  he  hung  on  a  support  for  lifting  op 
erations,   as   distinguished   from   one   which   is   built   into 
a  crane  or  other  structure.     (See  Hoist,  Independent.) 
Hoist,   Power.     A  hoist  operated  by  power,  as  distin 
guished    from    one    which    is    manually    operated.      Air 
steam,    electricity,   hydraulic   power,    internal   combustion 
engine  and  horse  power  are  used. 

Also,  a  hoist  which  is  provided  with  a  pulley  for 
driving  from  a  line  shaft  or  independent  engine  or  motor. 
Hoist,  Reciprocating.  An  air  or  other  power  hoist,  ar 
ranged  to  reciprocate  vertically  for  a  short  distance 
regularly,  and  used  for  washing  articles  in  baths,  pickle, 
etc.  The  liquid  is  thus  agitated,  and  the  material  form 
ing  the  load  thoroughly  washed. 

In  reciprocating  air  hoists  the  motion  of  the  piston 
rod  itself  is  made  to  operate  the  valves  at  the  top  and 
bottom  of  the  stroke  to  give  the  desired  motion.  The 
mechanism  is  similar  to  that  used  in  a  steam  hammer. 

Page  209. 

Hoist,  Screw  Chain.  A  chain  hoist  in  which  the  two 
load  sheaves  are  fast  on  the  same  shaft  as  a  worm 
wheel,  which  is  in  turn  rotated  by  a  worm  wheel  on  an 
other  shaft  at  right  angles  to  the  first,  and  carrying  a 
chain  sheave  around  which  a  hand  chain  is  passed.  The 
two  ends  of  the  load  cliain  are  dead-ended  at  the  hook 
and  passed  up  over  the  load  sheaves ;  the  loop  hangs 
down  behind. 

The  thread  angle  of  the  worm  gearing  is  generally 
made  such  that  it  is  self-sustaining,  though  efficiency  is 
thereby  sacrificed. 


Also  called  duplex  hoist,  from  the  duplication  of  load 
chains  and  sheaves. 
Page  204,  774-780. 

Hoist,  Skip.     See  Skip  Hoist. 

Hoist,  Slope.  A  term  applied  to  a  winch  or  power- 
driven  winding  machine  which  pulls  cars  up  a  slope  by 
rope  haulage.  Descending  cars  are  usually  balanced  against 
those  ascending,  and  the  engine  has  to  overcome  only 
friction  and  the  useful  weight  hauled. 

Hoist,  Steam.     See  Winch;  Winch  Engine;  Hoist,  Mine. 

Hoist,  Telescoping.  A  hoist  used  in  locations  where 
material  must  be  raised  from  a  basement  to  or  above 
the  sidewalk  level,  and  which  must  be  drawn  below  the 
sidewalk  when  not  in  use.  In  one  type  the  upper  por 
tion  of  a  mast  telescopes  within  or  beside  the  fixed 
lower  portion,  being  raised  to  operating  position  by  hand 
crank  through  screw,  chain  or  other  gearing.  The  load 
is  hoisted  by  a  chain  hoist  or  a  power  winch. 

Another  type  consists  of  a  vertical  cylinder  below 
grade  with  a  plunger  fitted  into  it  and  extending  upward. 
One  end  of  the  load  hoisting  rope  is  deadened  at  the 
top  of  the  fixed  cylinder,  the  other  has  a  hook  for  at 
taching  the  load,  and  the  rope  is  passed  over  guide 
sheaves  fixed  in  a  crosshead  at  the  top  of  the  moving 
plunger  so  that  the  load  moves  upward  twice  as  fast 
as  the  piston,  and  can  be  hoisted  from  the  level  of  the 
bottom  of  the  cylinder  nearly  to  the  .level  of  the  top 
of  the  plunger  when  in  its  highest  position.  It  is  oper 
ated  by  air,  steam  or  water  pressure  as  most  con 
venient,  automatic  valves  being  arranged  to  retard  and 
stop  the  plunger  at  the  limits  of  the  stroke. 

This   type  of  hoist  is   largely  used   for   hoisting  ashes 
from    basement    boiler    rooms,    and    is    often    called    an 
ash   hoist. 
Page  410. 

Hoist,  Trolley.  A  hoist  which  is  built  into  the  trolley 
of  an  overhead  crane,  as  distinguished  from  an  inde 
pendent  hoist,  or  one  which  is  hooked  onto  a  trolley  or 
other  point  of  support. 

The  most  usual  type  is  a  four-wheel  trolley  built  up 
of  two  side  frames  and  one  or  more  cross  girts  or 
separators,  all  of  cast  iron,  cast  steel,  or  structural  steel 
shapes  and  plates,  rigidly  fastened  together.  The  four 
wheels  are  on  the  ends  of  two  axles,  and  have  bearings 
at  each  end  in  the  two  side  frames.  The  driving  motors, 
brake  mechanisms,  and  various  other  shafts  supporting 
the  winding  drum,  gears  and  brake  drums  have  their 
bearings  in  the  side  frames  or  resting  on  the  cross  girts. 
The  hoisting  gearing,  in  motor  operated  hoists,  usually 
consists  of  a  double  reduction  train,  a  pinion  on  the 
motor  shaft  driving  a  gear  on  an  intermediate  shaft, 
which  in  turn  has  a  pinion  driving  a  gear  on  the  drum 
shaft.  Occasionally  a  third  reduction  is  obtained  by  a 
second  intermediate  shaft.  Two  separate  brakes  are 
provided,  one  being  usually  on  the  motor  or  the  inter 
mediate  shaft.  One  is  an  electrical  solenoid  brake,  ar 
ranged  so  that  it  is  always  applied  by  powerful  springs 
or  weights,  unless  current  is  passing  through  the  circuit 
of  the  hoisting  motor  (see  Brake,  Solenoid)  ;  the  other 
is  mechanical,  and  operates  only  during  the  lowering  of 
the  load  (see  Brake,  Screw).  (For  a  different  system 
of  electrical  braking,  see  Brake,  Dynamic.) 

The  load  is  suspended  by  a  wire  rope  block-and-tackle, 
the  top  block  being  suspended  from  the  cross  girt  (see 
Girt,  Load)  and  the  lower  or  load  block  being  located 
at  the  load  hook.  One  end  of  the  load  rope  is  fast  to 
the  cross  girt ;  the  other  is  wound  on  the  drum.  When 
the  drum  is  double  scored  for  central  lifting  (see  Drum) 


87 


HOI 


MATERIAL    HANDLING    CYCLOPEDIA 


HOO 


there  is  a  double  system  of  ropes,  and  the  rope  is  reeved 
so  that  a  locp  resting  over  an  equalizing  sheave  sup 
ported  from  the  cross  girt  replaces  the  two  free  ends. 
(See  Ropes,  Arrangement  of  Moisting.) 

A  limit  stop  is  provided  to  prevent  overhoisting.  (See 
Stop.  Limit. ) 

Hoists  are  also  built  directly  into  monorail  trolleys, 
but  it  is  more  usual  to  have  an  independent  hoist  hooked 
onto  or  bolted  to  a  complete  trolley.  (See  Trolley, 
Monorail. ) 

Page  774-804. 

Hoist,  Twin.  An  arrangement  of  two  hoists  on  one 
trolley  which  can  be  simultaneously  operated  to  lift  long 
objects.  The  arrangement  can  be  applied  to  bridge  crane 
trolleys,  or  to  monorail  trolleys  having  two  trucks  con 
nected  by  swivels  to  a  single  frame.  (Also  called  Dual 
Hoist.) 

Hoist,  Wire  Rope.  A  drum  hoist  using  wire  rope  for 
the  hoisting  line,  as  distinguished  from  one  using  chain 
or  manila  rope.  (See  Drum.) 

Hoisting.  Three  systems  of  electric  hoisting,  out  of  a 
great  many  that  have  been  proposed,  arc  in  widespread 
use.  The  simplest  and  frequently  the  cheapest  and  most 
efficient  is  the  induction  motor  hoist.  The  drums  are 
ordinarily  driven  through  a  system  of  gears  by  the  induc 
tion  wound  rotor  motor,  speed  being  controlled  by 
insertion  of  a  variable  resistance  in  the  rotor  circuit. 
Another  system  uses  a  direct  current  geared  or  direct 
ccnnected  series  motor  whose  speed  is  controlled  by 
variation  of  impressed  voltage  in  both  polarity  and  mag 
nitude  by  varying  the  field  of  the  supply  circuit  generator. 
A  third  system,  usually  the  most  expensive,  is  similar  to 
the  latter  but  has  a  flywheel  connected  to  the  motor  gen 
erator  set  which  supplies  power  to  the  hoist  motor.  The 
flywheel  accumulates  energy  during  light  periods  and 
generates  electrical  energy  with  this  stored  energy  during 
heavy  loads,  thereby  lessening  the  peak  loads  on  the  cen 
tral  station  supply  system  This  system  is  especially  effi 
cient  in  reducing  the  peaks  which  many  power  plants 
would  be  unable  to  carry. 

Direct  current  affords  more  delicate  speed  control  than 
alternating  current,  but  the  latter  has  given  complete  sat 
isfaction  when  used  with  slip  ring  motors  in  a  large 
number  of  installations.  The  induction  motor  operation 
requires  somewhat  more  skill  than  the  direct  current  ma 
chine  due  to  use  of  resistance  in  the  rotor  circuit,  but  any 
speed  requirements  can  be  met. 

Main  feed  wire  connections  must  be  protected  by  fuses 
or  a  circuit  breaker  and  controlled  by  a  switch  in  ac 
cordance  with  the  requirements  of  the  National  Board 
of  Fire  Underwriters,  and  should  be  conveniently  located 
near  the  hoist  and  in  plain  sight.  A  connection  diagram 
is  commonly  attached  to  the  inside  of  hoist  controller 
covers.  Fuses  and  circuit  breakers  should  open  the  line 
at  about  double  full  load  current  as  given  on  the  hoist 
motor  rating,  except  under  special  conditions. 

For  any  type  of  crane  where  the  hoisting  speed  is  as 
high  as  300  ft.  per  min.,  direct  current  is  most  satisfac 
tory  both  as  to  operation  and  life  of  apparatus.  With 
load  speeds  of  150  ft.  to  002  ft.  per  min.  an  alternating 
current  three-phase  motor  using  a  solenoid  load  brake  can 
be  used. 

Hoisting  Engine.  The  engine, — steam,  air,  gas,  gaso 
line,  kerosene,  oil— used  to  run  a  hoist  or  hoisting  winch. 

Hoisting  Line.  In  derricks,  the  line  which  does  the 
hoisting  of  the  load,  as  distinguished  from  the  boom 
hoist,  or  topping  lift,  or  slewing  lines. 


Hoisting  Motor.  A  motor  operating  a  hoist  or  hoisting 
winch.  Some  small  high-speed  engines  driven  by  com 
pressed  air  are  often  termed  motors,  as  are  multiple 
cylinder  gasoline  engines,  and  both  are  used  to  drive 
hoists.  Electric  motors  are,  however,  far  more  common, 
and  the  term  hoisting  motor  usually  signifies  one  of 
these.  They  may  be  classified  as  high-speed  and  low- 
speed;  alternating  current  (or  A.  C.)  or  direct  current 
(D.  C.)  ;  series,  shunt,  compound,  interpole,  etc.,  ac 
cording  to  the  connections  of  the  field  and  armature 
circuits ;  and  as  induction,  repulsion,  synchronous,  in  the 
case  of  alternating  current  motors. 

Hold-hook.  A  name  sometimes  applied  to  a  hook  at 
tached  to  the  bottom  of  a  crane  trolley,  to  which  a  load 
can  be  transferred  from  the  lifting  hook  when  desired. 
It  is  a  regular  part  of  the  equipment  for  some  types  of 
single-rope  grab  buckets,  for  holding  the  bucket  while 
it  is  being  opened  by  slackening  the  closing  line.  (See 
Bucket,  Single-rope.) 

Hook.  A  curved  piece  of  metal  so  shaped  as  to  retain 
a  rope,  chain  or  similar  fastening  placed  on  it.  Hooks 
are  generally  forged,  though  the  larger  sizes  are  some 
times  of  cast  steel,  and  a  few  are  laminated,  or  made  up 
from  thin  steel  sheets  riveted  together.  The  parts  of  a 
hook  are:  the  shank,  or  standing  part,  rigidly  connected 
or  swiveled  to  the  lower  block  of  the  tackle,  or  having 
an  eye ;  the  body  or  curved  portion,  ending  in  the  point, 
which  is  turned  sharply  outward  so  as  to  retain  lashings 
passed  around  it  and  back  of  the  shank,  to  prevent  slings 
from  slipping  off.  The  clear  distance  between  the  point 
and  the  inside  of  the  shank  is  called  the  opening. 

Hooks  should  be  made  of  material  which  will  yield  by 
landing  and  not  breaking,  so  that  overloading  can  be 
detected  before  the  load  is  dropped.  Double  hooks,  hav 
ing  prongs  on  each  side  of  the  shank,  have  less  awkward 
stresses  imposed  on  them,  and  give  more  room  for  slings. 
Page  312. 

Hook,  Double.  A  hook  in  which  two  prongs  or  points, 
extending  in  opposite  directions,  are  formed  on  the  same 
shank.  Three  or  four  prongs  are  occasionally  used,  to 
give  plenty  of  room  for  slings.  These  hooks  are  only 
used  fcr  lifting  heavy  loads,  and  usually  on  large  cranes. 

Hook,  Grab.  A  hoisting  accessory  consisting  of  a  circle 
or  endless  piece  of  chain  having  two  hooks  attached  to 
it  on  rings.  The  two  hooks  are  caught  under  projec 
tions  on  the  object  to  be  lifted,  and  the  chain  is  looped 
over  a  crane  hook,  when  it  assumes  a  triangular  form, 
thus  lifting  the  object  by  two  points. 

Also,  a  ring  having  two  long  links  on  it  with  hooks 
flexibly  attached  to  their  outer  ends.  The  ring  is  hung 
over  the  crane  hook  and  the  hooks  caught  on  the  ob 
ject. 

Also,  a  hook  fastened  on  the  end  of  a  piece  of  chain 
and  formed  with  a  narrow  opening  to  slip  flatwise  over 
one  link  of  the  chain,  between  the  ends  of  two  standing 
links. 

Page  313. 

Hook,  Safety.  A  hook  having  a  piece  hinged  to  swing 
down  and  lock  over  the  point  and  prevent  the  slings 
from  slipping  off.  This  piece  may  also  be  locked  in  the 
open  position. 

Hook,  Safety  Detaching.  A  hook  used  for  attaching  a 
car  or  cage  to  a  cable  in  such  locations  as  mine  hoists, 
where  overhoisting  may  pull  the  cage  through  the  head 
structure,  destroying  both,  and  perhaps  injuring  men.  In 
one  device  the  cable  passes  through  a  small  opening  in  a 
strong  beam  across  the  shaft  at  the  stopping  point ;  if 


HOO 


DEFINITION    SECTION 


HOP 


the  hook  is  hoisted  against  it,  triggers  are  pushed  in,  re 
leasing  the  top  part  of  the  hook  with  the  cable,  and  at 
the  same  time  thrusting  auxiliary  hooks  over  the  beam 
in  such  a  way  .is  to  prevent  the  ear  from  falling  to  the 
bottom  of  the  shaft. 

Hook,  Safety  Hand  Grip.  A  crane  hook  which  lias  a 
handle  formed  on  the  back  so  that  it  can  be  safely  held 
and  shifted  by  hand,  without  danger  of  injury  from  slip 
ping  slings,  etc. 

Hook,  Slip.  A  hook  attached  to  the  end  of  a  piece  of 
cliain,  and  formed  to  pass  through  a  ring  or  over  the 
chain. 

Hook,  Split  Girder.  A  hook  specially  designed  for  lilt 
ing  steel  girders  having  stiffeiiers.  It  consists  of  two 
hooks  with  split  points,  having  an  iron  ring  passing 
through  their  eyes.  The  split  points  set  over  the  stiffeners 
on  opposite  sides  of  the  girder. 

Hook,  Swiveling.  A  book  arranged  with  a  shank  which 
can  turn  in  a  bearing,  the  load  being  carried  on  a  plain 
collar  lormed  on  the  shank,  or  by  ball  or  roller  bear 
ings  interposed  between  the  collar  and  the  yoke. 
Hook,  Trip.  A  type  of  hook  used  where  it  is  necessary 
to  drop  the  load  suddenly,  as  in  breaking  castings,  etc. 
The  lower  part  of  the  hook  is  hinged  to  the  standing 
part  or  shank  and  is  held  by  a  trigger  or  catch  which 
can  l>e  released  by  pulling  a  cord,  allowing  the  hook  to 
tip  forward. 

Hooks,  Ladle.  The  pair  of  special  elongated  books 
which  hang  from  a  ladle  lifting  l>eam,  and  support  the 
pouring  ladle  by  its  trunnions. 

Hooks,  Sister.  Two  hooks,  with  points  turned  toward 
each  other,  on  the  same  shackle  or  ring.  They  virtually 
form  an  eye,  though  the  sling  does  not  have  to  be  reeved 
through  them. 

Hopper.  A  temporary  container  for  bulk  material 
shaped  like  a  funnel,  but  with  four  rial  tapering  sides 
arranged  like  an  inverted  truncated  pyramid,  with  the 
large  end  up  and  generally  open,  and  the  small  end 
down  and  generally  closed  by  a  gate  or  valve. 

Hoppers  serve  for  solids  in  bulk  the  same  purpose 
that  funnels  do  for  liquids, — that  of  receiving  intermit 
tently  a  large  flow  or  a  flow  of  large  cross  sectional 
area,  and  delivering  it  through  an  outlet  in  a  much 
smaller  stream,  continuously  if  desired,  and  in  any  case 
controlled  by  a  gate  or  valve. 

Hoppers  are  built  of  steel  plates,  wood  and  concrete, 
the  latter  being  more  common  where  the  structure  is 
beneath  or  close  to  the  ground  level.  (See  Hopper, 
Track.)  The  sides  are  usually  sloped  sufficiently  to 
allow  complete  discharge  of  the  contained  material. 
Hopper,  Belt  Loading.  A  hopper  interposed  between 
storage  bins  or  chutes  and  a  belt  conveyor,  for  the  pur 
pose  of  delivering  the  material  to  the  belt  evenly  and  in 
the  direction  of  travel.  This  reduces  wear  and  tear, 
especially  when  gritty  material  is  handled,  and  loads  the 
belt  more  uniformly.  It  usually  travels  on  rails  parallel 
ing  the  belt,  and  has  extra  troughing  or  concentrating 
rolls  to  assist  in  placing  the  load  along  the  middle  of 
the  belt.  The  hopper  may  be  moved  by  hand  and 
fastened  by  track  clamps  under  the  desired  outlet,  or 
may  be  electrically  self-propelled  when  large  and  massive, 
as  in  ore  handling  plants. 

Also  called  a  traveling  hopper. 

Hopper,  Double  Flow.  A  hopper  having  two  discharge 
openings,  each  controlled  by  a  suitable  gate,  so  that  the 
contents  may  be  drawn  from  either  one  separately  or 
both  simultaneously. 


Hopper,  Floor.  A  portable  hopper,  elevated  on  sup 
ports  which  enable  it  to  stand  on  a  level  floor,  and  with 
a  gate  controlled  spout  at  one  side  near  the  bottom. 
Such  a  hopper  is  widely  used  in  connection  with  concrete 
chute  distributing  systems,  to  receive  continuously  from 
the  end  of  a  discharge  chute  and  deliver  intermittently  to 
\\lufl-harro\\s  or  to  act  as  a  charging  hopper  at  a  re- 
elevating  tower  in  a  continuous  line  plant. 
Hopper,  Mast.  A  form  of  circular  or  funnel-shaped 
hopper  having  a  single  eccentrically  placed  discharge 
opening,  and  also  a  cylindrical  partition  passing  vertical 
ly  through  its  center  to  one  side  of  the  discharge  open 
ing.  This  form  of  hopper  may  lie  titled  over  the  mast 
of  a  guyed  derrick  and  be  used  to  receive  concrete 
(lumped  from  a  bucket;  the  discharge  spout  of  the 
hopper  leads  to  a  chute  used  for  distributing  and  plac 
ing  the  concrete. 

Hopper,  Receiving.  In  systems  of  distributing  concrete 
by  chutes,  a  hopper  fastened  against  an  outside  face  of 
the  tower  (see  Tower.  Concrete)  and  receiving  the  con 
crete  from  the  concrete  elevator  bucket  when  the  latter 
has  been  hoisted  to  its  dumping  point  inside  of  the  tower. 
Some  have  vertical  backs  and  are  placed  close  against 
the  tower ;  others  have  a  vertical  front  with  an  ex 
tended  gate  so  that  they  may  discharge  into  carts.  If 
the  concrete  bucket  dumps  inside  the  tower,  the  hopper 
must  extend  partly  inside  to  receive  its  contents,  other 
wise  the  hopper  is  entirely  outside. 

Hopper,  Reclaiming.  A  hopper  generally  set  level  with 
the  ground  into  which  bulk  material  as  coal  or  sand  is 
scraped  or  dumped  on  reclaiming  from  a  storage  pile. 
In  coal  storage  plants  it  is  often  identical  or  in  the  same 
pit  with  the  receiving  track  hopper. 

Hopper,  Side  Discharge.  A  hopper  in  which  the  dis 
charge  opening  is  in  the  side,  the  bottom  sloping  so  as 
to  cause  the  contents  to  slide  in  that  direction. 

When  used  as  an  ash  pit  beneath  a  boiler,  the  ash  car 
runs  on  a  track  beside  the  hopper,  and  all  ashes  not 
flowing  directly  into  the  car  when  the  sliding  gate  is 
raised,  arc  easily  dragged  into  it  by  a  hoe. 
Hopper,  Track.  A  large  hopper  permanently  installed 
beneath  a  line  of  railway  track,  and  used  to  receive 
the  contents  of  a  hopper  bottom  dump  car.  It  usually 
consists  of  a  masonry  pit,  having  two  deep  girders 
spanning  it  and  carrying-  the  rails,  and  with  a  steel 
hopper  fitted  around  these  girders,  and  extending  be- 
vond  them  at  the  sides.  An  automatic  feeder  is  usually 
placed  beneath  the  hopper,  receiving  the  material  from 
it  and  delivering  it  to  a  system  of  conveyors. 

The  slope  of  the  hopper  sides  is  such  as  to  make  it 
completely  self-emptying.  If  sufficient  length  is  required 
to  dump  a  whole  car  at  once,  a  double  hopper  is  used, 
being  merely  a  duplication  of  the  arrangement  already 
described. 

Also  called  a  dump  hopper. 

Track  hoppers  may  also  be  arranged  to  feed  skip 
hoists ;  the  automatic  skip  feeder  then  takes  the  form  of 
a  measuring  chute  or  spout  which  fills  when  turned  up 
to  be  out  of  the  way,  and  dumps  its  load  into  the  skip 
bucket  when  turned  down. 

Hopper,  Two-way,  Two-way  Switch.  A  hopper  having 
two  discharge  openings,  with  a  flap  or  swinging  gate  for 
turning  the  flow  out  of  either  discharge  at  pleasure.  It 
is  used  for  controlling  the  distribution  of  bulk  material 
Ix'ing  conveyed  by  chutes,  like  concrete. 
Hopper,  Traveling.  A  hopper  mounted  on  wheels  run 
ning  on  a  track  along  which  it  may  be  moved.  This  is 
done  generally  with  the  object  of  loading  a  horizontal 


89 


HOP 


MATERIAL    HANDLING    CYCLOPEDIA 


JAC 


conveyor  at  different  fixed  locations  determined  by 
spouts  or  bin  discharges,  or  at  variable  locations  de 
termined  by  the  temporary  position  of  a  digging  or 
handling  machine  like  a  locomotive  crane  equipped  with  a 
grab  bucket.  (See  also  Hopper,  Belt  Loading.) 
Hopper-bottom.  Having  the  lower  part  shaped  like  a 
hopper,  said  of  cars,  bins,  storage  pockets,  bunkers,  etc. 
Where  several  discharge  points  are  allowable  in  a 
storage  bin  or  pocket,  two,  four  or  some  multiple  num 
ber  of  hoppers  may  be  formed  in  the  bottom,  increas 
ing  the  bin  capacity  by  eliminating  the  long  sloping 
sides  that  would  be  necessary  with  a  single  hopper 
opening. 

Hopper  Grizzly.  A  bar  grating  or  screen  across  a  hop 
per  opening  which  is  set  level  with  a  floor  for  receiv 
ing  the  sand  dumped  from  foundry  flasks,  etc. 

Horsepower.  A  commonly  used  unit  of  mechanical 
power,  representing  the  rate  of  expenditure  of  energy 
required  to  do  33,000  foot-pounds  of  mechanical  work 
per  minute. 

I-beam.  A  rolled  steel  bar  having  a  cross-section 
shaped  like  the  letter  I.  The  size  is  designated  by  the 
height  of  the  I ;  for  each  height  there  is  a  standard 
width  of  flange,  and  also  several  different  thicknesses. 
The  weight  is  specified  in  pounds  per  running  foot. 

Idler.  A  sheave  or  pulley  which  runs  free,  without 
transmitting  power,  and  merely  serves  to  guide  or  sup 
port  rope  or  chain.  Movable  idlers  are  also  used  as 
tighteners  for  rope  and  belt  drives,  and  are  especially 
valuable  in  giving  a  large  arc  of  contact  where  it 
would  otherwise  be  small,  due  to  the  short  distance 
between  centers. 

Impact.  The  act  of  striking  against  something;  a  sud 
den  blow,  involving  usually  transfer  of  momentum  from 
one  body  to  the  other,  or  transformation  of  mechanical 
energy  into  heat. 

Incline  Dummy.  A  car  with  a  permanent  heavy  load, 
used  as  a  counterbalance  on  an  incline  cable  car  haul  when 
only  one  working  car  is  used. 

Indicator.  An  instrument  used  for  determining  the 
power  developed  by  a  reciprocating  engine.  Also,  any 
mechanism  which  shows  or  indicates  the  position,  con 
dition,  quantity  or  quality  of  something,  as  a  depth, 
speed,  pressure  or  polarity  indicator. 
(See  also  Hoist,  Independent.) 

Indicator,  Depth.  A  device  attached  to  a  mine  hoist 
by  which  the  operator  can  observe  the  vertical  location 
of  the  car  in  the  shaft. 

Indicator,  Trip.  A  device  attached  to  a  mine  or  other 
hoist  by  which  a  graphical  record  is  made  of  the  daily 
operation.  It  shows  the  number  of  trips,  their  time,  the 
time  and  duration  of  delays,  stops,  etc. 

Indicator  Wheel  and  Stand.  A  device  for  operating  and 
indicating  the  position  of  turnheads  or  distributing 
spouts  at  the  head  of  grain  elevators.  One  type  consists 
of  a  lever  mounted  on  a  vertical  shaft  which  also 
serves  as  the  turnhead  step  bearing;  this  lever  has  a  latch 
engaging  notches  on  a  fixed  wheel  mounted  on  a  stand. 
Another  type  consists  of  a  wire  rope  wheel  having  leads 
which  operate  the  turnhead ;  a  fixed  latch  engages  notches 
in  the  moving  wheel  to  hold  it  in  the  desired  position. 

Inertia.  That  property  of  matter  by  which  it  tends  to 
remain  at  rest  if  originally  at  rest,  or  to  continue  to 
move  at  uniform  velocity  in  a  straight  line  if  originally 
in  motion.  It  requires  more  power  to  start  material 
to  moving  than  to  continue  its  motion  after  it  is  started, 
and  greater  stresses  are  developed  in  machines  at  the 

90 


time  of  sudden  starting  and  stopping  than  occur  when 
they  are  operating  uniformly.  As  examples,  the  bridge 
of  an  overhead  traveling  crane  is  subject  to  heavy  side 
stresses  due  to  inertia  when  traveling  on  the  runway 
if  suddenly  started  or  stopped,  and  the  boom  of  a 
locomotive  crane  receives  similar  excessive  stresses  when 
slewing  is  started  or  stopped  suddenly. 

Inertia,  Moment  of.  The  moment  of  inertia  of  an  area 
\vith  respect  to  a  given  axis  is  the  limit  of  the  summa 
tion  of  the  products  of  the  elementary  areas  into  which 
the  area  may  be  considered  as  divided  by  the  square 
of  the  distance  of  the  elementary  areas  from  the  axis. 

There  are  several  moments  of  area  of  a  section,  ac 
cording  to  the  location  of  the  axis,  and  these  appear 
i'i  calculations  of  the  strength  of  beam;.,  trusses,  can 
tilevers,  shafts,  etc.,  including  practically  all  machine 
and  structure  parts. 

Injector.  A  device  by  which  the  kinetic  energy  of  a  jet 
of  steam  flowing  into  a  conical  tube  can  be  transferred 
to  water  supplied  to  the  same  conical  tube,  giving  it 
such  a  high  velocity  that  it  can  pass  into  a  boiler  or 
overcome  other  resistance  to  flow.  When  properly 
designed  an  injector  will  also  lift  water  a  considerable 
distance  on  the  suction  side. 

Considered  simply  as  a  means  of  moving  a  liquid,  it 
is  inefficient,  but  if  the  heat  added  to  the  water  is  of 
value,  as  in  feeding  a  boiler,  it  is  an  efficient  device. 
Jack.  A  compact  self-contained  portable  mechanism 
for  lifting  or  otherwise  moving  very  heavy  loads  through 
small  distances  by  the  application  of  hand  power.  In 
addition  to  producing  bodily  motion,  jacks  are  used  for 
forcing  tightly  fitted  parts  apart  or  together.  The  larger 
the  load  lifted,  the  smaller  the  speed  of  lifting,  and  in 
general,  the  heavier  the  jack. 

According  to  the  type  of  mechanism  tney  are  termed 
screw  jacks,   lever  jacks,  air  jacks  and  hydraulic  jacks. 
Jack,  Air.     A  lifting  jack  in  which  air  under  pressure  is 
n-^ed  to  force  up  the  piston  or  plunger  and  lift  the  load. 
Jack,    Ball    Bearing.      A    jack,    generally    of    the    screw 
type,  in  which   one  or  two  sets   of  ball  thrust   bearings 
are   placed   so   as   to   carry   the   load   and   eliminate   any 
metal   to   metal  rubbing  contact  except  along  the  thread 
of  the  screw. 

Jack,  Claw  Type.  A  jack  which  has  a  foot  or  claw 
attached  to  the  moving  ram,  but  extending  down  near 
the  jack  base,  so  that  it  may  be  hooked  under  a  part 
where  there  is  insufficient  space  for  the  full  height  of 
the  jack  to  be  inserted.  Otherwise  a  special  low  -jack 
must  be  used. 

Claw  jacks  are  made  in  the  hydraulic  and  the  rack 
and  lever  types. 

Jack,  Hydraulic.  A  form  of  jack  in  which  the  load  to 
be  lifted  rests  on  a  plunger  fitting  in  a  cylinder,  and  a 
hand  pump  delivers  a  liquid  from  a  reservoir  in  the 
head  into  the  space  beneath  the  plunger,  thus  forcing 
it  and  the  load,  upward.  They  arc  made  in  various  types, 
and  capacities  up  to  several  hundred  tons. 

The  common  form  has  a  base  on  which  is  formed  a 
hollow  vertical  cylinder.  Into  this  cylinder  fits  a  hol 
low  plunger  which  is  enlarged  at  its  upper  end  to  form 
the  head  for  carrying  the  load,  and  also  for  the  reservoir 
to  hold  the  supply  of  liquid.  Suitable  packing  on  the 
lower  end  of  the  plunger  prevents  leakage  between 
plunger  and  cylinder.  A  hand  lever  reciprocates  a  short 
shaft  in  the  head,  and  a  lever  inside  the  latter  operates 
by  means  of  a  vertical  rod,  a  piston  pump  in  the  lower 
end  of  the  plunger,  drawing  liquid  from  the  head  and 


JAC 


DEFINITION    SECTION 


JOI 


forcing  it  through  the  bottom  of  the  plunger  into  the 
space  beneath,  thus  forcing  the  plunger  to  rise.  The 
operating  lever  has  a  lug  on  one  side  which  limits  its 
motion  in  one  direction ;  when  turned  over  in  the  socket 
this  limitation  is  removed  and  the  pump  piston  may  be 
forced  downward  farther,  touching  a  valve  stem  and 
opening  it  so  as  to  allow  the  liquid  to  flow  back  into  the 
head,  thus  lowering  the  jack. 

The  load  lifted  depends  on  the  ratio  of  the  plunger 
area  to  that  of  the  pump  piston.  The  liquid  used  is 
water,  oil,  alcohol  or  some  special  mixture;  it  should  be 
non-corrosive  and  non-freezing. 

Jack,  Hydraulic,  Double  Pump.  A  hydraulic  jack  hav 
ing  two  pumps  of  different  sixes.  The  larger  pump  is 
used  for  running  the  plunger  out  rapidly,  and  for  light 
loads ;  the  smaller  pump  is  used  for  heavy  lifting. 

Jack,  Hydraulic,  Independent  Pump.  A  jack  having 
cylinder  and  ram  made  as  short  as  possible,  and  operated 
by  an  independent  pump  connected  by  flexible  metallic 
lulling.  It  can  be  inserted  in  narrow  spaces,  as,  for 
forcing  pulleys  or  propellers  from  their  shafts,  etc. 

Jack,  Hydraulic,  Low  Type.  A  hydraulic  jack  in  which 
the  pump  and  reservoir  are  at  one  side,  thus  making  the 
total  height  much  less  and  enabling  it  to  be  used  in 
cramped  spaces. 

Jack,  Rack  and  Lever.  A  jack  consisting  of  an  iron 
base  with  a  post,  on  which  is  pivoted  a  horizontal  lever 
having  pawls  on  each  side  of  the  fulcrum.  The  ram 
slides  vertically  within  the  post  and  has  a  rack  cut  on 
the  side  toward  the  pawls  which  engage  with  the  teeth 
when  the  lever  is  oscillated.  A  shifting  part  having 
cam  surfaces  will  operate  the  pawls  to  lift  the  ram  or  to 
lower  it  as  the  lever  is  oscillated,  according  to  its  posi 
tion.  In  some  cases  the  shifting  part  cannot  be  set  to 
lower,  but  will  drop  its  load ;  this  is  used  for  railroad 
track  work  and  other  places  where  dropping  does  no 
harm,  and  speed  of  action  is  important. 

In  another  type  of  lever  jack,  the  lever  is  separate,  and 
is  fitted  into  a  socket;  it  may  occupy  two  positions  in  the 
socket,  according  to  whether  lowering  or  raising  is  de 
sired.  In  one  case  this  depends  on  the  distance  the 
lever  is  pushed  into  the  socket,  and  in  another,  on  which 
side  of  the  lever  is  turned  up. 

Jack,  Screw.  A  jack  in  which  a  screw  receives  a  torque 
from  an  outside  source  of  power,  generally  hand,  and 
transforms  a  portion  of  that  torque  into  thrust  or  trans 
lation  which  is  applied  to  the  object  to  be  moved.  The 
screw  revolves  through  a  nut  fixed  in  the  jack  base,  or, 
in  some  cases,  the  screw  rises  without  turning  while  the 
nut  is  rotated  by  hand  power.  The  range  is  limited  by 
the  length  of  the  screw. 

The  base  is  generally  enlarged  toward  the  bottom, 
giving  rise  to  the  name  of  bell-base  jack,  or  bottle 
jack. 

Jack,  Screw,  Differential.  A  screw  jack  having  two 
screws  of  different  pitches  to  the  same  hand,  and 
usually  placed  one  inside  of  the  other.  By  a  proper 
selection  of  the  two  pitches,  great  lifting  power  may  be 
secured  by  ordinary  hand  operation,  but  at  the  expense 
of -speed  of  lifting. 

Jack,  Screw,  with  Lever  and  Ratchet.  A  screw  jack  in 
which  the  screw  is  rotated  by  means  of  the  up  and  down 
motion  of  a  hand  lever  actuating  the  screw  through  a 
ratchet  operating  on  a  ratchet  wheel  fast  to  the  screw. 
Occasionally  a  pair  of  bevel  gears  or  a  worm  and  wheel 
are  used  in  connection  with  the  ratchet  mechanism  and 
the  vertically  oscillating  lever. 


Jack,  Screw,  Plain.     A  screw  jack  in  which  the  screw 

is  rotated  by  a  bar,  thrust  through  one  of  the  holes 
across  the  head.  A  cap  or  bearing  plate  rests  loosely 
on  this  head  to  support  the  load  which  does  not  re 
volve  during  lifting. 

Jack,  Screw,  Telescopic.  A  screw  jack  having  two 
screws,  one  within  the  other,  thus  affording  a  greater 
lifting  range  than  the  ordinary  single  screw  jack. 

Jack  Shaft.  An  intermediate  shaft,  connected  by  trans 
mission  chain  or  rope  or  by  belting  to  a  source  of  power 
as  ,111  engine  or  motor  pulley,  or  a  line  shaft,  and  de 
livering  power  to  one  or  more  machines  by  similar 
means.  The  object  of  a  jack  shaft  is  usually  to  secure 
a  large  speed  ratio  between  the  driving  and  driven 
shafts  without  a  disproportionate  ratio  between  pulleys, 
hut  other  objects  such  as  th<?  necessity  of  getting  past 
an  obstacle,  or,  in  'Me  c;;sc  of  an  auto  truck,  the  avoid 
ing  of  a  huge  differential  on  the  rear  axle,  often  make 
the  jack  shaft  a  desirable  feature. 

Jack,  Traversing.  A  jack  which  is  mounted  on  a  flat 
base  along  which  it  can  be  slid  by  rotating  a  horizontal 
screw  placed  in  the  base  and  operating  through  a  nut 
in  the  bottom  of  the  jack.  It  can  lift  a  load,  move  it 
sideways  and  deposit  it  again  in  a  new  position,  thus  ex 
tending  its  field  of  usefulness. 

Jack,  Universal.  A  jack  which  has  a  ball  and  socket 
bearing  plate  at  the  top,  and  perhaps  at  the  base,  to  al 
low  flat  contact. 

Jack-knifing.  In  a  derrick,  the  term  applied  to  the  in 
voluntary  and  undesirable  raising  of  the  boom  sometimes 
occurring  when  a  heavy  load  is  being  lifted.  It  is  due 
principally  to  having  the  load  line  led  from  the  boom 
point  to  a  sheave  well  up  on  the  mast  instead  of  near 
its  foot.  The  load  line  pull  is  thus  tending  to  raise  the 
boom,  and  if  the  block  and  tackle  purchase  is  such  that 
the  load  would  descend  with  this  raising  of  the  boom,  it 
may  occur  involuntarily  at  certain  angles  of  the  latter. 

Jet,  Water.  A  spray  nozzle  inserted  in  a  line  of  pipe 
conveying  a  dusty  material  like  ashes,  to  wet  them  and 
thus  prevent  a  dusty  discharge. 

Jib.  A  horizontal  arm  forming  one  of  the  principal 
parts  of  one  class  of  cranes.  The  load  is  suspended 
by  ropes  or  chains  from  a  trolley  or  traveller,  which 
can  move  on  wheels  in  or  out  along  the  jib.  The  jib 
may  swing  horizontally,  or,  with  the  structure  on  which 
it  is  fixed,  may  be  moved  along  a  track  or  runway,  but 
the  jib  does  not  change  its  inclination  with  the  hor 
izontal  while  handling  the  load.  In  some  special  cases 
the  jib  is  operated  in  an  inclined  position,  as  in  inclined- 
cantilever-jib  wharf  cranes,  but  this  is  a  fixed  working 
position,  and  the  trolley  moves  along  the  jib  while  carry 
ing  the  load,  the  same  as  if  the  jib  were  horizontal. 

Jib,  Retracting.  A  jib  which  telescopes  lengthwise.  It 
is  sometimes  used  on  cantilever  gantry  cranes  for  cargo 
handling  work,  with  a  trolley  which  can  carry  loads 
from  the  cargo  hatch  to  the  pier.  The  possibility  of 
retracting  allows  the  crane  to  be  moved  along  the  pier 
without  interference  from  the  rigging  of  the  vessel. 
Also  called  extensible  jib. 

Jinniwink.     See  Derrick,  Jinniwink. 

Joint,  Flexible.  A  pipe  joint  so  constructed  that  it  can 
turn  or  swing  without  leaking;  generally  constructed  on 
the  ball  and  socket  principle. 

Also,    any   joint   between    two   parts   which    allows    a 
certain  amount  of  relative  freedom  of  motion. 


91 


JOI 


MATERIAL    HANDLING    CYCLOPEDIA 


LEV 


Joint,  Universal.     Sec  Universal  Joint. 

Journal.  A  portion  of  a  transversely  loaded  rotating 
shatf  which  is  enclosed  by  a  bearing,  and  is  sometimes 
slightly  enlarged  or  reduced  at  the  point  where  the 
tearing  is  located.  In  a  general  way  the  diameter  of 
the  journal  is  determined  by  the  load  the  shaft  is  sup 
porting  transversely  or  transmitting  in  torsion,  and  its 
length  by  the  requirement  that  the  bearing  area  per 
square  inch  of  projected  area  shall  not  be  above  a  cer 
tain  limit.  This  bearing  area  per  square  inch  varies  for 
different  classes  of  work,  and  it  is  dependent  on  the  ten 
dency  to  heat  under  various  conditions. 

Key,  Cross.  A  key  which  passes  through  an  elongated 
slot  in  a  shaft,  and  extends  out  beyond  its  surface  on 
each  side.  It  is  generally  used  in  connection  with  a 
thrust  pin  located  in  an  axial  hole  in  the  center  of  the 
shaft,  this  pin  pushing  against  the  key  and  moving  it 
along  the  slot  in  the  shaft  when  desired.  Used  in  this 
way  it  is  also  called  a  push  key  or  thrust  key,  and  is 
used  as  part  of  the  operating  gear  or  friction  drums  on 
winches. 

Key,  Lug.  A  small  projection  formed  on  the  body  of  a 
bolt  directly  beneath  the  head,  which  enters  a  correspond 
ing  hole  in  the  part  through  which  the  bolt  is  passed 
and  prevents  the  bolt  from  rotating.  Instead  of  being 
formed  in  one  piece,  the  lug  is  sometimes  simply  a  small 
pin  set  into  a  drilled  hole  in  the  bolt  body  or  head. 

King  Pin.  The  pivot  or  central  stud  or  bolt  connect 
ing  the  moving  with  the  fixed  part  in  a  turntable  or 
swivelling  truck.  It  is  usually  formed  so  that  the 
rotating  part  cannot  lie  lifted  off  by  an  overturning  or 
upward  force. 

King  Post.  The  nautical  term  for  the  post  or  mast  of 
a  derrick  as  installed  on  shipboard  for  cargo  handling, 
(See  Derrick,  Ship.) 

Also,  the  principal  strut  in  a  simple  form  of  truss 
known  as  king  post  truss.  Derrick  booms  are  occasion 
ally  trussed  with  four  king  posts  placed  at  right  angles 
around  the  boom  at  its  middle  point.  (See  Boom, 
Trussed.) 

Lagging.  A  covering  laid  on  the  outside  of  engine 
cylinders,  boilers,  etc.,  to  prevent  the  loss  of  heat  by 
radiation.  It  is  usually  made  of  substances  which  do  not 
conduct  heat,  1'ke  magnesia  and  asbestos,  and  is  fitted 
in  blocks  or  molded  while  in  a  plastic  condition.  Canvas, 
sheet  metal  or  wood  are  often  added  to  make  a  service 
able  finished  surface. 

Also,  pieces  of  wood  secured  to  the  cylindrical  sur 
face  of  a  pulley  or  winding  drum  to  increase  its  diam 
eter  or  to  furnish  a  wood  in  place  of  a  metal  surface. 

Lang's-Lay.     See  Wire  Rope,   Lay  of. 

Larry.  A  small  car  running  on  a  track,  hand  or  power 
propelled,  which  receives  bulk  material  from  one  or 
more  storage  bins  and  delivers  it  to  the  places  where 
it  is  to  be  used,  making  regular  trips  from  one  to  the 
other.  The  load  is  discharged  by  bottom  or  side  dumping, 
or,  if  the  car  body  is  of  the  hopper  form,  by  opening  one 
or  more  gates  in  the  hopper  bottom  and  discharging 
through  a  spout. 
Page  832. 

Larry,  Weighing.  A  larry  which  has  its  load  carrying 
body  or  hopper  mounted  on  scale  irons,  so  that  it  weighs 
the  load  it  carries.  The  weighing  may  be  automatically 
performed  and  recorded,  it  may  require  the  insertion  of 
a  card  and  pulling  of  a  lever  to  print  the  weight,  or  it 
may  require  the  balancing  of  a  beam  or  the  reading  of 
a  dial.  Where  several  materials  have  to  be  gathered  into 


the  same  load,  as  in  blast  furnace  work,  as  many  dif 
ferent  scale  beams  may  be  provided,  permanently  set  for 
each  of  the  materials.  Each  lever  is  connected  up  with 
the  scales  by  means  of  a  hand  lever  controlled  by  the 
operator. 

In  boiler  room  larries.  the  scale  beam  or  dial  is  usually 
suspended  close  to  the  floor,  so  that  the  boiler  room 
attendant  can  weight  all  coal  discharged  into  the  stoker 
magazines  without  climbing  a  ladder. 

Page  832-835. 

Latch.  A  device  for  temporarily  holding  two  parts  in  a 
definite  relation,  but  which  can  be  easily  released.  It 
usually  consists  of  a  piece  pivoted  at  one  end  to  the 
first  part  and  with  a  hook  at  the  other  end  which  can 
engage  a  notch,  groove  or  corresponding  depression  in 
the  other  part.  Sometimes  the  hook  end  is  missing  and 
the  straight  latch  simply  rotates  into  a  hook  provided 
on  the  second  part.  Sometimes  called  a  dog. 

Lattice.  Criss-cross  bracing  of  flat  bars  or  structural 
shapes,  riveted  to  two  parallel  structural  steel  members 
to  rigidly  connect  them  and  make  them  act  as  one  to 
resist  external  loading.  (See  Girder,  Lattice.) 

Lay.  The  term  applied  to  the  placing  of  the  strands 
of  a  rope  in  their  proper  relative  position.  (See  also 
Wire  Rope,  Lay  of.) 

Lead,  of  a  Rope.  The  course  it  follows  from  end  to 
end.  A  clear  lead  signifies  that  the  rope  extends  in  a 
straight  line,  without  any  interference  necessitating  guide 
sheaves. 

Leaf.  One  screen  of  a  set  of  shaking  screens  arranged 
one  above  the  other,  and  operated  by  the  same  mechan 
ism,  Also  called  a  deck.  (Sec  Screen,  Shaking.) 

Lehr.  An  oven  in  which  objects  can  be  slowly  cooled 
by  the  process  of  gradually  removing  them  from  a  loca 
tion  of  high  temperature  to  a  low  one.  In  the  glass  lehr, 
this  range  of  temperature  may  be  from  1400  deg.  at  one 
end  to  room  temperature  at  the  other.  Formerly  articles 
were  placed  on  iron  trays  or  pans  which  rested  on  one 
of  two  sets  of  rods ;  by  proper  raising  and  horizontal 
moving  of  the  rods  at  intervals,  the  pans  could  be  grad 
ually  worked  along  the  lehr.  In  modern  installations  an 
apron  conveyor  is  more  common.  Special  arrangements 
are  necessary  to  keep  the  high  temperature  from  warping 
the  plates  and  injuring  the  chains. 

Lever.  One  of  the  elementary  mechanisms,  consisting 
of  a  straight  part  acted  upon  by  two  forces  in  the  same 
plane  each  of  which  tends  to  rotate  it  about  a  fixed 
point  called  a  fulcrum.  If  the  lever  is  a  straight  bar, 
three  kinds  of  levers  are  often  designated  according  to 
the  relative  positions  of  the  fulcrum,  and  points  of  appli 
cation  of  the  resistance  or  load  to  be  lifted,  and  the 
force  applied.  Many  levers  are  bent,  however,  (see 
Bell-crank),  and  the  classification  is  inapplicable  to 
these,  and  is  inadvisable  in  any  case. 

Levers  are  widely  used ;  separately,  as  in  crow-bars ; 
or  in  machines,  as  brake  levers,  scale  beams,  controlling 
levers  for  steam  winches,  etc. 

Levers,  Banked.  The  term  applied  to  an  assembly  of 
the  various  hand  operating  and  brake  levers  of  a  loco 
motive  crane,  winch,  mine  hoist,  etc.,  when  arranged 
in  a  row  and  each  connected  by  links  and  rockers  to  the 
proper  part  of  the  machine.  Each  lever  is  usually 
retained  in  a  desired  position  by  a  latch  engaging  a 
notched  quadrant.  Foot  levers  for  brakes,  etc.,  may 
also  be  located  in  a  bank. 


92 


LEV 


DEFINITION    SECTION 


LOA 


Lever,  Friction  Hand.  A  hand  lever  used  for  operating 
a  friction  clutch,  this  type  of  clutch  often  being  called 
simply  a  "friction,"  especially  in  winches. 

Lie-leg.     See  Sill. 

Lift.  The  extent  of  rise  or  distance  through  which 
anything  is  raised,  as,  a  crane  having  a  large  lift. 

The  weight  of  a  load  lifted  by  a  crane,  as,  a  ten  ton  lift. 
The  cycle  of  operations  of  a  crane,  as,  the  crane  makes 
twenty  lifts  per  hour. 

An  elevator  or  dumbwaiter   (British). 

Lighter.  A  floating  craft  of  full  body,  with  or  without 
means  of  self-propulsion,  designed  and  used  for  the 
transfer  of  cargo  between  a  vessel  and  the  shore  or 
wharf,  or  between  vessels.  A  crane  or  other  cargo 
handling  gear  is  often  included.  (See  also  Barge.) 

Lighter,  Fueling.     See  Lighter,  Self-Unloading  Coal. 

Lighter,  Self-Unloading  Coal.  A  lighter  equipped  with 
hopper  bottom  holds  or  bins  from  which  coal  can  be  fed 
to  a  longitudinal  conveyor  leading  to  one  end  of  the 
lighter.  Here  the  conveyor  runs  up  an  incline,  or  else 
delivers  to  another  conveyor  which  elevates  the  coal 
sufficiently  for  it  to  be  discharged  to  the  ship's  bunkers 
through  gravity  chutes  from  a  telescoping  spout  that 
can  lie  -\\ung  either  side.  Also  called  fueling  lighter. 

Limit  Stop.     See  Stop,  Limit. 

Limit  Switch,  Track  Type.  A  mechanism  operated  by 
a  car,  skip  or  elevator  running  on  rails  or  guides,  which 
disconnects  the  operating  motor  from  the  line  (thereby 
usually  automatically  applying  the  brakes)  when  the 
proper  stopping  point  has  been  reached.  It  is  usually 
in  the  form  of  a  stop  or  contact  placed  near  the  rails 
and  operated  by  a  projecting  part  of  the  car. 

Limit  Switch,  Traveling  Cam.  A  device  for  controlling 
the  operation  of  an  electrically  driven  power  hoist,  caus 
ing  the  stopping,  dumping  or  some  other  operation  to 
occur  at  a  predetermined  point,  and  consisting  of  a  screw 
rotated  by  the  hoisting  drum  shaft,  which  moves  a 
cam  longitudinally,  in  proportion  to  the  car  travel.  This 
cam,  which  is  adjustable,  operates  the  switch.  For  an 
application,  see  Skip  Hoist,  Automatic. 

Line.  In  hoisting,  hauling,  fastening,  etc.,  a  commonly 
used  general  term  for  a  rope,  chain  or  cord,  especially 
when  used  for  some  particular  purpose,  as  a  tag-line, 
hand  line,  etc.  The  terms  rope  and  line  are  used  inter 
changeably,  but  since  the  word  line  has  so  many  diverse 
meanings,  rope  is  preferable  when  appropriate,  as  hoist 
ing  rope,  trip  rope,  etc. 

Liner.  A  piece  of  metal,  usually  a  narrow  strip,  used 
for  tilling  a  space  between  two  steel  plates  or  between  a 
plate  and  a  structural  shape. 

Lining,  Brake.  An  asbestos  fabric  woven  in  various 
widths  and  thicknesses,  with  or  without  interwoven 
metal  wires,  and  used  as  a  lining  for  one  of  the  rubbing 
surfaces  in  some  forms  of  clutches  and  brakes,  where 
the  service  is  intermittent  and  pressures  moderate. 

Link.  A  part  of  a  machine  which  receives  motion  from 
one  part  and  transmits  it  to  another — a  single  element 
in  the  mechanism. 

Also,  one  of  the  separate  pieces  of  which  a  chain  is 
composed. 

Live  Load.  A  load  which  is  not  static  or  dead;  a  load 
which  varies  in  amount  or  moves  in  location.  (See 
Factor  of  Safety.) 

Load.  A  force  applied  from  without  or  externally, 
measured  in  pounds,  or  tons.  Also,  in  cranes  and  hoists, 
the  useful  weight  lifted. 


Load,  Dead.  Static  or  non-moving  load;  load  which 
does  not  vary.  The  dead  load  of  a  structure  is  usually 
the  weight  of  the  structure  itself,  though  other  dead 
load  may  be  added,  as  for  example  goods  stored  on  the 
various  floors  of  a  warehouse  or  on  a  wharf.  (See 
Load,  Live.) 

Load,  Live.  A  dynamic  or  moving  load,  a  load  which 
is  varying  rapidly,  or  which  is  applied  suddenly  or  with 
velocity.  The  stresses  from  such  live  leads  may  amount 
to  many  times  those  arising  from  dead  loads  of  equal 
amount,  and  much  larger  factors  of  safety  are  necessary. 
Loads  moving  on  wheels  or  rollers  like  crane  trolleys 
or  bucket  convevors  are  considered  live  loads,  as  are 
quick  running  machines  in  buildings  above  the  ground 
floor. 

Load,  Pay.  Useful  or  net  load;  gross  weight  minus 
weight  of  car,  container,  etc. 

Load  Rope  or  Load  Chain.  In  a  hoist  or  crane,  the 
rope  or  chain  on  which  the  load  is  lifted.  Also,  in 
hoisting  tackle,  the  part  of  rope  or  chain  which  leads 
directly  to  the  load. 

Loader,  Box  Car.  A  machine  which  places  bulk  ma 
terial  in  box  cars,  either  at  the  ends  or  uniformly  di-- 
tributcd  over  the  length.  Such  material  is  shipped  in 
box  cars  cither  because  it  must  be  protected  from  dirt 
or  the  weather,  or  because  open-top  bottom-dump  cars 
are  not  available. 

The    car    loaders    in    common    use    involve    pneumatic, 
belt,    bucket,    flight   or   screw    conveyors,   or   are   of   the 
centrifugal  or  throwing  type,  or  of  the  car  tipping  type. 
Page  273,  769,  837-840. 

Loader,  Box  Car,  Belt,  Bucket  or  Flight  Conveyor 
Type.  A  box  car  loader  which  consists  of  a  short 
section  of  conveyor  so  arranged  that  it  can  be  placed 
inside  of  a  box  car,  and  deliver  material  from  the  side 
door  entrance  to  the  ends  of  the  car.  One  type  has  the 
conveyor  section  mounted  on  a  frame  carried  by  an 
arm  pivoted  at  a  fixed  point  beside  the  track.  The  car 
is  brought  alongside,  the  conveyor  section  is  swung 
in,  with  its  discharge  end  (which  can  be  raised  as  the 
car  is  loaded)  at  one  end  of  the  car,  and  its  receiving 
end  opposite  the  center  door  and  near  the  floor.  An 
other  short  conveyor  section  or  chute  suspended  from 
an  elevated  pocket  or  from  the  discharge  end  of  an 
elevating  conveyor  delivers  the  material  to  the  inside 
conveyor  which  carries  it  to  the  end  of  the  car.  When 
one  end  is  filled,  the  conveyor  is  swung  to  the  other 
end  of  the  car. 

Another  type,  referred  to  as  portable,  has  the  con 
veyor  mounted  on  wheels,  allowing  it  to  be  pushed  into 
the  car  by  the  operator,  The  feeding  chute  or  conveyor 
is  also  placed  by  hand,  usually  being  swiveled  or  other 
wise  suspended  from  an  overhead  hopper  or  pocket. 

The  above  conveyors  extend  well  to  the  end  of  the 
car  and  deposit  the  material  with  little  velocity,  start 
ing  delivery  near  the  floor  and  gradually  raising  the 
discharge  as  the  pile  grows,  thus  minimizing  breakage. 
Other  shorter  types,  which  are  more  easily  manipulated 
in  and  out  of  the  car  doors,  are  fitted  with  short  belt 
conveyor  sections,  and  rely  on  a  high  velocity  of  the  belt 
to  throw  the  material  beyond  the  end  of  the  conveyor, 
filling  the  car  to  its  end. 

The  central  part  of  the  car  can  be  filled  from  the 
feeding  spout  after  the  internal  conveyor  has  been 
withdrawn,  provided  the  strength  of  the  car  will  allow 
this  additional  weight. 

Page  277,  769,  837-840. 


93 


LOA 


MATERIAL    HANDLING    CYCLOPEDIA 


LOA 


Loader,  Box   Car;   Centrifugal  or   Throwing   Type.     A 

box  car  loader  which  is  set  on  the  car  iloor  opposite 
the  middle  door  of  the  car,  and  consists  of  a  rotating 
cage  with  radial  hladcs,  driven  by  a  motor.  The  ma 
terial  to  be  handled,  as  coal,  is  fed  into  the  center  of 
the  rotating  cage  by  a  belt,  screw  or  other  conveyor 
from  an  outside  supply,  and  is  thrown  from  it  by  the 
centrifugal  force  due  to  rapid  rotation.  A  cast  iron 
cylinder  with  a  side  opening  surrounds  the  rotor ;  this 
opening  can  be  turned  to  either  side  and  thus  govern 
the  direction  of  throwing,  allowing  both  ends  of  the 
car  to  be  filled  at  one  setting.  Two  rotaries  may  also 
be  combined  in  one  machine  in  such  a  way  as  to  load 
both  ends  of  the  car  simultaneously. 

The  hopper  into  which  the  coal  is  loaded  may  be  on 
the  same  side  as  the  driving  motor  car  or  opposite  to  it; 
these   arrangements   are    known    as   rear    feed   and    front 
feed,  respectively. 
Page  277. 

Loader,  Box  Car,  Tipping  or  Tilting  Type.  A  box  car 
loader  in  which  the  car  to  be  loaded  is  fastened  between 
stops  on  a  tilting  platform  which  allows  it  to  be  tipped 
up  to  an  angle  of  about  60  dcg.  Also  called  a  rocking 
box  car  loader. 

Loader,  Box  Car,  Trough  and  Pusher  Type.  A  device 
for  loading  box  cars  with  bulk  material,  slightly  curved 
in  a  vertical  plane  and  so  supported  on  an  arm  that  it 
can  be  swung  easily  into  a  box  car  and  placed  parallel 
to  its  center  line.  It  reciprocates  horizontally  past  the 
supply,  and  when  at  its  full  stroke  toward  one  end  of 
the  car,  a  pusher  is  moved  the  length  of  the  trough  by 
a  chain,  forcing  the  material  out  ahead  of  it  and  dropping 
it  onto  the  pile  on  the  floor.  The  trough  is  then  moved 
to  the  other  end,  receiving  its  load  as  it  passes  the 
chute,  and  the  operation  is  repeated. 

Loader,  Drag  Line  Scraper.  A  scoop-shaped  implement 
for  loading  bulk  material  into  wagons  or  open  top  cars 
by  dragging  it  over  or  through  the  material  by  wire 
ropes  operated  from  a  power  driven  two-drum  winch. 
The  vehicle  must  be  located  below  the  level  from  which 
loading  takes  place,  or  else  an  incline  must  be  arranged. 
The  device  is  extensively  used  in  mines  for  loading  coal 
from  the  working  face  into  cars  in  the  main  haulways. 
The  scoop,  which  is  sometimes  in  the  form  of  a  pan 
loaded  partly  by  hand,  and  sometimes  a  double  V-shaped 
steel  structure  without  top  or  bottom,  is  back-hauled  by 
a  rope  attached  to  its  rear  end  and  wound  on  one  of 
the  drums.  It  is  then  dragged  parallel  to  the  working 
face  by  passing  the  drag  rope  leading  to  the  other  drum 
around  properly  placed  guide  sheaves,  gathering  its  load 
as  it  goes,  and  finally  is  pulled  the  length  of  the  room 
and  dumped  into  the  car  in  the  haulway,  the  scraper 
and  load  riding  over  the  smooth  floor  of  the  room. 

Loader,  Elevator  Type,  for  Coaling  Vessels.  A  bucket 
elevator  used  for  raising  coal  from  a  barge  and  dump 
ing  it  into  the  bunkers  of  the  ship  alongside  which  the 
barge  is  placed.  It  consists  of  the  bucket  elevator,  chain 
operated,  passing  around  sprockets  at  the  top  and  bottom 
of  a  frame  which  is  lashed  in  a  vertical  position  to  the 
side  of  the  ship.  Another  frame  can  be  slid  vertically 
on  the  elevator  frame  and  carries  a  hopper,  spout  and 
three  sprockets  around  which  the  chain  and  buckets 
pass  on  their  upward  journey  in  such  a  way  as  to  dump 
the  coal  into  the  hopper,  discharging  it  through  the 
spout  into  the  coaling  port  in  the  vessel's  side.  The 
sliding  part  enables  adjustments  to  be  made  for  ports  of 
varying  elevation  above  the  water  and  for  varying 
depths  of  coal  in  the  barge.  The  lower  end  of  the 


elevator  rests  in  the  coal  and  feeds  downward ;  when  it 
reaches  the  bottom  it  may  be  fed  by  hand  shoveling,  or 
it  may  be  raised,  the  barge  warped  along  under  it,  and 
it  may  then  be  fed  downward  in  a  new  place. 

Another  type  consists  of  an  ordinary  bucket  elevator 
enclosed  in  a  casing,  and  driven  by  a  motor  mounted 
beneath  the  head  sprocket.  The  boot  is  open  at  the  bot 
tom  and  is  self-feeding  by  being  lowered  into  the  ma 
terial.  The  discharge  is  into  a  flexible  spout  which  is 
also  telescopic,  to  allow  for  raising  or  lowering  of  the 
unloader  on  account  of  changing  levels.  The  unloader 
is  operated  while  suspended  by  tackle  from  an  eye  in 
the  top  of  the  casting. 
Page  828,  831. 

Loader,  Portable.  A  machine  for  raising  bulk  or  pack 
age  material  from  the  floor  or  ground  to  the  level  of  a 
vehicle  which  is  to  transport  it,  and  which  is  made 
portable  by  being  mounted  on  wheels.  Such  a  machine  is 
usually  driven  by  power — electric  motor  or  gasoline  en 
gine.  If  the  material  to  be  loaded  is  in  bulk,  as  coal, 
gravel,  sand,  etc.,  the  loader  may  be  self-feeding  or  may 
require  feeding  by  band.  The  most  common  type  in 
volves  a  bucket  or  flight  conveyor,  and  the  height  of 
delivery  can  be  changed  by  changing  the  slope  of  the 
conveyor,  within  proper  limits.  Such  a  portable  load 
may  also  be  used  as  a  feeder  to  a  line  of  conveyor.  (See 
Loader,  Wagon.) 

Page  768,  771,  773,  837-840. 

Loader,  Shovel  Type.  A  loading  machine  in  which  a 
scoop  or  shovel  is  mechanically  operated,  sliding  under 
the  material  on  the  floor,  raising  it  to  the  dumping  level 
and  there  dumping  it  by  inverting  it  backward,  or  by 
tipping  downward  in  front.  The  first  type  acts  like  a 
man  lifting  and  throwing  a  shovelful  over  his  shoulder; 
the  second  like  ;\  man  turning  with  the  loaded  shovel, 
but  emptying  it  by  tipping  it  downward,  instead  of 
"throwing''  the  contents  as  is  usually  done  by  hand. 

Loader,  Truck,  Portable.  A  portable  inclined  elevator 
generally  oi  the  apron  type,  of  suitable  dimensions  and 
adjustability  to  load  motor  trucks,  from  the  ground.  The 
apron  often  has  a  curve  projecting  for  a  short  distance 
beyond  the  top  end  of  the  incline  so  as  to  reach  further 
over  into  the  truck.  For  successive  tiers,  the  end  of 
the  loader  may  be  raised,  usually  by  hand. 
Page  761,  768,  770. 

Loader  for  Ships,  Cantilever.  A  structure  used  for 
loading  ships  with  hulk  material  at  points  where  there  is 
no  harbor  in  which  the  vessel  may  tie  up  at  a  wharf. 
An  elevated  structure  has  a  cantilever  extending  a  long 
distance  over  deep  water,  and  the  vessel  is  held  by 
anchors  underneath  the  end ;  belt  or  other  types  of  con 
veyors  bring  the  material  from  storage  ashore  and  dump> 
it  into  the  ship  rapidly.  Speed  is  essential  on  account 
of  the  possible  danger  to  the  ship  if  the  stay  is  long. 
Page  828,  831. 

Loader,  Wagon.  A  machine  used  for  raising  material, 
generally  bulk  material  such  as  coal,  coke,  sand,  gravel, 
crushed  stone,  etc.,  from  a  heap  on  the  ground  or  floor 
to  the  level  of  a  wagon  and  dumping  it  there.  The 
most  usual  form  is  an  inclined  bucket  or  belt  conveyor 
mounted  on  a  frame  supported  on  wheels,  and  delivering 
to  an  elevated  chute  which  is  usually  swiveling.  The 
conveyor  drive  is  a  steam  or  gasoline  engine,  or  an 
electric  motor.  The  machine  may  be  travelling  or 
capable  of  self-propulsion  from  place  to  place,  and  is 
often  made  self-feeding,  moving  slowly  into  the  pile  as 
it  removes  it.  Or  the  conveyor  may  be  mounted  on  a 


94 


LOG 


DEFINITION    SECTION 


MAG 


sliding   frame    which    is    fed    forward   a   certain   distance 
with  each  setting  of  the  wheels. 

Other  methods  of  feeding  involve  what  might  he 
termed  "gatherers"  which  bring  material  from  the  sides 
toward  the  lower  end  of  the  conveyor.  One  type  has  a 
horizontal  transverse  shaft  at  the  bottom  of  the  conveyor 
with  inclined  blades,  rotating  in  such  a  direction  that 
the  material  is  pulled  toward  the  conveyor  buckets. 
Another  type  has  a  thin  horizontal  disc  close  to  the 
ground  on  each  side  of  the  conveyor,  mounted  on  a 
vertical  shaft,  and  rotating  in  the  proper  direction  to 
carry  the  material  toward  the  1  nickels.  A  third  type 
has  arms  which  reach  out  and  scoop  the  material  in  the 
desired  direction.  In  lieu  of  some  method  of  self-feeding, 
a  hopper  is  arranged  at  the  bottom  and  material  is  shov 
eled  into  it  by  hand;  this  is  the  usual  method  when  a 
belt  convey nr  is  used. 

The  conveyor  is  usually  hinged  so  that  it  may  be  low 
ered  to  a  convenient  height  for  passing  under  a  shed  roof, 
or  for  travelling  on  a  highway.  Four-wheel  and  three- 
wheel  types  are  both  in  use;  in  either  case  arrangements 
may  be  made  by  which  two  of  the  four  wheels,  or  the 
odd  wheel  in  the  three-wheel  arrangement  can  be  turned 
at  right  angles,  allowing  the  loader  to  swing  slowly  from 
side  to  side  each  time  that  it  is  advanced  into  the  pile. 
Or  the  upper  part  of  the  frame  may  thus  swing  on 
the  truck  or  chassis.  Some  wagon  loaders  are  mounted 
on  trucks  of  the  track  laying  variety.  Some  are  hauled 
from  place  to  place  by  horses  or  Irailer,  and  are  hand 
steered  into  ihe  pile  by  a  tongue. 

Combined  with  the  loading  mechanism  there  is  often 
a  screening  arrangement,  especially  for  coal,  which  sep 
arates  the  dust  from  the  coal  and  delivers  it  by  a 
separate  spout.  Arrangements  at  the  end  of  the  delivery 
spout  arc  often  made  for  bagging  the  coal  (see  Chute, 
Bagging),  and  in  conjunction  with  this  a  weighing  de 
vice  which  measures  the  amount  put  into  each  bag  is 
often  included. 

Fixed  or  non-portable  wagon  loaders  are  often  arranged 
in  connection  with  a  track  hopper,  elevating  the  material 
from  this  hopper  to  a  delivery  spout  under  which  wagons 
may  be  driven  for  loading.  If  the  conveyor  delivers 
into  a  fixed  hopper  or  elevated  container  from  which  the 
material  is  drawn  by  a  gate  as  desired,  the  arrangement 
is  usually  called  a  pocket. 

Page  768.  770,  771.  773,  837-840. 

Lock-Nut.  A  threaded  nut  so  formed  that  it  can  be 
locked  in  position  on  a  bolt. 

Also,  a  second  nut,  generally  thin,  which  is  screwed 
on  a  thread  above  another  nut  to  keep  it  from  working 
loose.  Also  called  jam-nut. 

Locomotive,  Compressed  Air.  A  locomotive  in  which 
the  power  is  supplied  by  compressed  air,  under  high 
pressure,  stored  in  tanks  which  are  carried  on  the  engine 
frame. 

Page  627,  720. 

Locomotive,  Electric.  A  term  given  to  locomotives 
driven  by  electric  motors.  The  current  may  be  obtained 
from  an  overhead  trolley,  a  third  rail  or  from  storage 
batteries  carried  on  the  locomotive. 

Page  627.   714.  718.  830. 

Locomotive,  Fireless.  A  locomotive  in  which  the  boiler 
and  firebox  are  replaced  by  a  storage  tank  which  is 
charged  with  steam  and  hot  water  from  a  stationary 
boiler.  The  machinery  is  similar  to  that  of  a  steam 
locomotive. 
Page  626,  720. 


Locomotive,  Gasoline.  A  locomotive  in  which  the 
power  is  supplied  from  an  internal  combustion  engine. 

Page  627,  724. 
Locomotive,   Geared.     A   type   of  steam   locomotive   in 

which  the  power  is  transmitted  from  the  cylinders  to  the 
driving   wheels   through   gearing. 

Page  626. 

Locomotive,  Rack.  A  type  of  locomotive  used  on 
heavy  grades.  The  locomotive  is  driven  by  a  gear  which 
engages  with  a  rack  usually  located  in  the  center  of  the 
track.  They  may  be  either  electric  or  steam  types. 

I 'age   627. 

Locomotive,  Steam.  A  locomotive  consisting  of  a 
boiler  and  engine  mounted  on  a  frame  supported  on 
wheels  which  are  turned  by  the  engine. 

Page  623,   720,   721. 
Locomotive,  Storage  Battery.     See  Locomotive,  Electric. 

Page  627. 

Log  Stacker.  An  inclined  conveyor  or  elevator,  gener 
ally  a  flight  or  cable  conveyor,  used  for  piling  short 
logs  or  pulp  wood  into  a  large  stack.  In  one  form  the 
incline  is  arranged  as  a  cantilever  from  a  machine 
Iraxclling  on  Iracks  parallel  to  the  slack,  this  machine 
receiving  the  material  from  a  conveyor  parallel  to  its 
tracks.  The  discharge  is  always  over  the  end  of  the 
trough.  In  another  type  the  runway,  aflcr  being  ele 
vated  sufficiently  by  an  incline,  is  carried  along  a  hori 
zontal  elevated  structure,  with  discharges  by  doors  in 
the  bottom  of  the  Irough  wherever  desired.  These  dis 
charges  can  be  operated  by  cables  or  shafts  from  the 
ground.  For  reclaiming  purposes,  a  conveyor  may  be 
installed  in  a  tunnel  beneath  the  pile  and  parallel  to  it. 

Page  273. 

Lowerer.  Any  device  or  machine  by  which  material  is 
lowered  under  full  control,  that  is,  not  vertically  dropped 
or  slid  down  an  incline.  The  term  is  more  particularly 
applied  to  apron  or  push-bar  elevators  running  in  a  re 
verse  direction,  and  to  the  various  types  of  fingered  and 
suspended  tray  elevators  when  used  especially  for 
lowering. 

Retarding  conveyors  of  the  type  used  for  lowering 
coal  down  steep  slopes  from  mine  openings  are  also 
sometiir.es  called  lowerers.  (See  Conveyor,  Retarding; 
Drum,  Lowering.) 

Lowerer,  Push-Bar.  The  mechanism  used  on  a  push- 
bar  elevator  operating  in  a  reverse  direction,  and  used 
to  lower  objects  placed  on  the  bed  and  against  the  push- 
bar. 

Luff.  To  move  a  load  toward  or  away  from  the  axis  of 
a  rotating  crane ;  especially  where  it  is  suspended  from 
the  end  of  a  boom,  to  move  it  thus  by  changing  the 
inclination  of  the  boom. 

Magnets,  Lifting.  An  electro-magnetic  device  called  a 
lifting  maget  is  extensively  used  for  lifting  large  quanti 
ties  of  iron  or  steel.  By  the  passing  of  direct  current 
through  a  coil  of  wire  which  contains  a  soft  iron  core 
the  latler  becomes  a  slrong  magnet.  This  electro-magnet 
is  suspended  from  a  crane  and  moved  to  pick  up  and  hold 
magnetic  material  during  transportation  by  the  crane,  after 
which  ihe  direcl  current  source  of  power  is  cut  off  and  the 
material  no  longer  clings  to  ihe  iron  core. 

Circular  lifling  magnels  have  ihe  greatest  magnetism 
and  are  ordinarily  used  for  handling  pig  iron,  scrap  and 
other  small  irregular  malerials.  Bipolar  lifting  magnets 
with  horizontal  cores  enclosed  by  a  magnetizing  winding 
are  used  for  transporting  rails,  beams  and  heavy  struc 
tures  of  considerable  length.  Rectangular  magnets  may 
be  required  for  flexible  plates  which  lend  lo  pull  aw'ay 


93 


MAN 


MATERIAL    HANDLING    CYCLOPEDIA 


MES 


from  the  core  by  their  deflection,  or  else  two  or  more  cir 
cular  lifting  magnets  suspended  from  the  same  frame  may 
be  used  to  overcome  this  difficulty.  Both  circular  and  rec 
tangular  magnets  may  be  constructed  with  concentric  poles 
with  the  winding  arranged  concentrically  between  the 
poles.  Rail  lifting  magnets  are  constructed  with  mobile 
finger  pole  faces  in  order  to  increase  the  area  of  contact 
and  thus  increase  the  rail  carrying  capacity. 

The  rating  and  lifting  capacity  of  the  magnet  depends 
on  the  contact  area  of  the  core  and  on  the  material  which 
it  has  to  handle,  particularly  the  quality,  temperature, 
shape  and  bulk  of  the  load  and  the  manner  in  which  the 
material  is  to  be  lifted  and  stacked.  Capacities  range  up 
to  65  in.  diameter  circular  magnets  capable  of  transporting 
50,000  Ib.  if  operated  under  favorable  conditions.  A  well 
designed  magnet  will  lift  a  solid  piece  of  steel  with  ma 
chined  surface,  of  not  less  diameter  than  the  magnet  itself, 
weighing  about  15  times  the  weight  of  350  Ib.  to  800  Ib. 
magnets,  eight  to  twelve  times  the  weight  of  800  Ib.  to 
2.000  Ib.  magnets  of  two  and  three  feet  in  diameter,  and 
five  to  six  times  the  weight  of  2,000  Ib.  to  7.500  Ib.  magnets 
of  three  to  five  feet  in  diameter.  Sand-cast  pig  iron, 
heavy  scrap,  stampings,  fine  wire  scrap,  drop  forging  and 
similar  materials  with  irregular  surfaces  cannot  be  lifted 
in  nearly  as  large  quantities.  In  such  cases  magnets  may 
not  lift  a  quarter  of  their  own  weight.  The  capacity  for 
handling  heavy  steel  scrap  is  about  10  per  cent  greater 
than  with  pig  iron.  Magnets  with  large  contact  surfaces 
will  lift  more  than  one  layer  of  material,  and  up  to  six 
layers  of  iron  plates  may  be  lifted  depending  on  the 
weight  and  thickness  of  plate. 

Lifting  magnets  are  operated  on  circuits  from  110  to 
550  volts,  hut  220  is  the  usual  voltage. 

Controlling  devices  automatically  shunt  a  discharge  re 
sistance  across  the  magnet  terminals  when  the  circuit  is 
about  to  be  opened  to  prevent  the  flow  of  large  inductive 
currents  that  would  otherwise  occur.  Residual  magnetism 
remaining  in  the  cores  of  lifting  magnets  will  prevent  small 
loads  from  being  released  on  opening  the  circuit.  Small 
reverse  currents  may  be  applied  to  neutralize  this  magnetic 
force  and  release  the  load  instantaneously. 

Alternating  current  lifting  magnets  either  single,  two  or 
three-phase,  may  be  used  in  case  direct  current  supply  is 
unavailable.  They  are  less  powerful  for  the  same  weight 
than  the  best  designed  direct  current  magnets. 

Shields  used  to  catch  material  dropping  from  magnets 
during  transportation  and  thus  prevent  its  falling  on  work 
men,  are  procurable,  but  they  decrease  the  carrying  ca 
pacity  of  the  magnet  by  reducing  both  the  magnetic  avail 
ability  and  the  speed  of  operation. 

Three  control  units  are  ordinarily  required,  namely :  a 
master  switch  with  lift,  drop  and  off  positions ;  a  double- 
pole  magnetic  contactor  for  handling  the  main  magnetic 
current  supply  and  breaking  the  highly  inductive  arc  oc 
curring  on  opening  and  closing  the  circuit ;  and  a  resistor 
for  limiting  the  reverse  current  upon  release  of  load.  The 
location  of  control  apparatus  may  be  suited  to  convenience 
of  operation. 

Lifting  magnet  circuits  are  often  connected  to  a  special 
generator  without  fuses,  circuit  breakers  or  other  circuit 
opening  protective  devices  in  the  line,  thus  preventing  the 
dropping  of  a  load  due  to  the  opening  of  the  circuit  caused 
by  an  excess  of  current  or  a  short  circuit  on  some  other 
machine. 

Page  315,  807. 

Manhole.  An  opening  in  a  tank,  bin,  boiler,  etc.,  o' 
sufficient  size  to  allow  the  passage  of  a  man's  body,  the 
usual  minimum  dimensions  being  11  in.  by  15  in. 


Manila.  A  vegetable  fibre  obtained  from  the  leaves  of 
a  variety  of  wild  banana  plant  growing  in  the  Philippine 
Islands.  It  is  light  and  strong  and  does  not  readily 
decay.  Used  for  making  ropes  for  hoisting  and  power 
transmission. 

Man-trolley,  Stocking.  A  trolley  operating  on  a  stor 
age  bridge  handling  ore  or  coal,  often  called  a  stocking 
bridge.  These  trolleys,  particularly  when  intended  for 
ore,  are  supplied  with  powerful  grab  buckets,  handling  as 
much  as  fifteen  tons  at  a  time. 

Marine  Leg.     See  Elevator,  Marine  Leg. 

Mast  and  Gaff  Unloader.  A  modified  derrick  used  for 
unloading  coal  and  other  bulk  materials  from  the  hold 
of  a  vessel  by  a  grab  bucket,  and  delivering  it  to  an 
elevated  point  such  as  the  receiving  hopper  of  a  con 
veyor,  coal  crusher,  storage  pocket,  etc.  The  mast  is 
braced  by  guys  at  its  top  and  by  stiff-legs  at  the  heel  of 
the  gaff.  The  gaff  is  a  boom  having  its  heel  pivoted 
about  halfway  up  the  mast  instead  of  near  its  base  as 
in  the  ordinary  derrick ;  its  outer  end  or  point  is  sup 
ported  by  a  variable  or  fixed  topping  lift  to  the  top  of 
the  mast. 

A  two-rope  grab  bucket  is  suspended  from  the  gaff 
by  its  two  operating  ropes,  which  pass  over  sheaves  at 
the  gaff  point,  thence  separately  to  guide  sheaves  at  the 
ends  of  a  cross-tree  rigidly  attached  to  the  mast  at  the 
gaff  heel,  and  finally  to  the  drums  of  the  hoisting  winch. 
In  operation  the  bucket  is  hoisted  by  the  closing  rope, 
and  the  side  pull  due  to  its  guide  sheave  being  at  the 
end  of  the  cross-tree  is  sufficient  to  swing  the  gaff  and 
loaded  bucket  over  the  receiving  hopper,  if  the  holding 
rope  is  slackened  slightly.  The  bucket  is  dumped  by 
holding  the  holding  rope  while  the  closing  rope  is 
slackened ;  the  side  pull  is  thereby  reversed  in  direction 
on  account  of  the  guide  sheave  for  the  holding  rope  being 
at  the  other  end  of  the  cross-tree,  and  the  gaff  and 
empty  bucket  immediately  swing  back  over  the  vessel. 
The  bucket  is  lowered  open  by  letting  both  ropes  run 
out,  under  the  control  of  the  brake. 
Page  828-831. 

Mast,  Tie-rod.     See  Mast,  Trussed. 

Mast  Step.  The  scat  in  the  base  plate  in  which  the 
mast  of  a  derrick  is  placed.  It  is  sometimes  a  cylindrical 
step  bearing,  requiring  accurate  plumbing  of  the  mast; 
again,  it  is  a  ball  and  socket  joint,  allowing  considerable 
inclination.  For  ease  in  hand  slewing,  ball  bearings  are 
sometimes  installed.  (See  Derrick  Bottom.) 

Mast  Top.  The  complete  assemblage  of  metal  parts  at 
the  top  of  a  derrick  mast,  comprising  the  following  parts 
or  their  equivalent ;  the  mast  top  proper,  including  the 
gudgeon  or  pivot,  which  allows  the  mast  to  rotate;  (for 
guyed  derricks)  the  guy  cap,  which  is  fitted  to  the  pivot, 
does  not  rotate,  and  is  provided  with  eyes  for  the  guy 
ends,  or  (for  stiff-leg  derricks)  goose  neck  irons  fast 
ened  to  the  upper  ends  of  the  stiff-legs  and  having  holes 
fitted  to  the  pivot ;  straps  and  bolts  for  securing  these 
irons  in  place;  one  or  more  sheaves  with  their  pins; 
and  perhaps  a  rooster  mounted  on  a  rooster  bracket  for 
giving  the  topping  lift  a  direct  lead  to  the  drum  on  the 
hoisting  winch. 

Mesh.  A  term  used  to  designate  the  spacing  of  the 
wires  in  a  woven  wire  screen.  In  fine  screens  the  term 
usually  means  the  number  of  wires  or  spaces  per  inch, 
as  120  mesh ;  in  the  coarse  screens  the  distance  from 
center  to  center  of  adjacent  wires  in  inches,  as  one- 
half  inch  mesh.  The  term  space  really  means  the  clear 
distance  between  adjacent  wires,  but  is  sometimes  used 
interchangeably  with  mesh. 


96 


MIT 


DEFINITION    SECTION 


PIL 


Mitre  Gears.  Bevel  gears  which  are  equal  in  size  and 
have  their  shafts  at  right  angles.  The  included  angle  of 
their  pitch  surface  is  90  degrees. 

Monitor.  A  raised  portion  of  the  roof  structure  of  a 
building,  generally  astride  the  ridge,  extending  part  or  all 
of  its  length,  and  having  the  shape  of  a  miniature  building 
Its  side  walls  are  usually  glazed  for  light  or  provided  with 
openings  for  ventilation,  or  both ;  it  has  no  floor. 

In  many  installations  of  coal-  handling  apparatus,  con 
veyors  are  run  lengthwise  of  the  building  through  the 
monitor,  and  can  dump  anywhere  in  its  length  into  storage 
bins  beneath.  The  conveyor  line  is  supported  by  the  main 
roof  timbers  which  extend  across  its  base,  and  a  footway 
alongside  of  it  gives  access  for  care  and  repairs. 

Also,  a  kind  of  car  used  in  lowering  coal  down  inclines. 
(See  Car,  Monitor.) 

Monorail,    Adjustable    Loop.      A    system    by    which    a 
telpher   or  rage-controlled  monorail  hoist   can   serve   the 
whole  of  a  rectangular  area  by  means  of  a  movable  bridge 
on  to  which  the  telpher  can  run. 
Page  786. 

Motor,   Electric.     See   Electrical   Definitions. 

Motor,  Gasoline.     See   Engine,  Gasoline. 

Neutral  Axis.  In  a  beam  or  other  structural  member 
subject  to  bending,  if  an  imaginary  transverse  section 
be  made  at  a  given  point,  a  line  lying  in  this  plane  and 
passing  through  the  center  of  gravity  of  the  area  of  the 
section,  and  perpendicular  to  the  plane  in  which  the 
bending  is  taking  place,  is  called  the  neutral  axis.  The 
material  on  one  side  of  this  axis  is  compressed  by  the 
bending,  on  the  other  side  it  is  extended. 

Niggerhead.     See  Winch  Head. 

Offset.  The  distance  between  two  adjacent  parallel 
portions  of  pipe,  track,  or  other  continuous  line ;  the 
amount  the  line  is  set  over  in  going  from  one  to  the  other. 
One  of  the  measurements  taken  to  locate  a  point  or  ob 
ject  by  means  of  its  distances  from  two  base  lines  at  right 
angles ;  a  co-ordinate. 

Overburden.  The  material  resting  ontop  of  a  bed  of 
coal,  ore,  stone,  or  similar  material,  the  excavation  of 
which  is  contemplated.  Removal  of  the  overburden  is 
called  stripping. 

Overcut.  The  term  applied  to  a  gate  or  valve  for  con 
trolling  the  flow  of  loose  material  in  a  chute  when  it 
stops  the  flow  by  cutting  down  into  the  material  from 
above.  This  is  the  usual  construction,  with  vertical 
sliding  gates,  and  with  many  quadrant  or  cylindrical 
gates. 

Overload  Detector.  A  device  hung  on  a  crane  hook  and 
having  another  hook  to  which  the  load  is  hung.  A 
scale  arrangement  inside  is  arranged  to  give  a  continuous 
audible  sound  whenever  an  overload  is  lifted  with  the 
hook. 

With  electric  operation,  ammeters  will  indicate  the 
degree  of  loading  with  fair  accuracy.  With  steam  loco 
motive  cranes,  the  operator  can  usually  tell  from  the 
steam  pressure  and  throttle  opening,  as  well  as  by  the 
feel  and  sound,  when  he  is  approaching  the  danger  point. 

Overload  Release,  Mechanical.  A  safety  device  that 
will  disengage  a  drive  from  its  load  when  the  latter 
exceeds  a  certain  predetermined  amount.  In  one  type  a 
central  hub  and  spider  on  one  end  of  a  shaft  carry  levers 
which  project  outward  into  notches  inside  a  rim  carried 
on  the  end  of  another  abutting  shaft ;  springs  hold  these 
levers  in  the  notches,  but  they  are  released  when  exces 
sive  load  deflects  the  springs  and  causes  the  levers  to 
slip  out  of  place.  The  mechanism  is  reset  by  manually 


revolving  a  collar,  which  engages  pins  on  the  inner  ends 
of  the  levers  and  replaces  them  in  their  original  position. 
(See  also  Breaking  Pin.) 

Pallet.  A  flat  platform,  plate  or  sheet  of  iron,  wood  or 
wood  covered  with  iron,  used  to  pile  material  on,  for 
purposes  of  handling  or  transportation,  or  for  such 
operations  as  drying,  curing,  etc.  Those  of  wood  stand 
ing  on  high  cleats  can  be  easily  picked  up,  trucked  and 
deposited  with  their  loads  by  trucks  or  barrows  with 
proper  lifting  fingers  or  hooks  passing  under  the  pallet. 
Also  called  a  hack. 

Also,  a  flat  carrier,  usually  of  wood  and  with  the 
smooth  side  down,  for  use  in  conveying  materials  such 
as  sacks  of  cement  which  will  not  move  if  placed  on 
roller  conveyors.  In  a  simple  system  several  sacks  or 
similar  articles  may  be  piled  on  each  pallet,  and  after 
a  sufficient  number  of  these  loads  have  run  to  their 
destination,  the  pallets  are  piled  on  the  roller  conveyor 
and  pushed  back  by  hand.  Boxes  are  similarly  used 
for  materials  which  will  not  stack  on  pallets. 
Picking  Band.  See  Picking  Table. 

Picking  Table.  The  term  applied  to  a  steel  apron  con 
veyor  on  which  a  material  like  coal  is  spread  out  and 
moved  slowly  past  pickers  who  remove  the  refuse.  The 
upper  surface  01  an  endless  apron  is  usually  used  for 
this  purpose,  with  the  receiving  point  at  one  end  and 
the  discharge  at  the  other;  circular  tables  are  sometimes 
used,  with  the  pickers  stationed  inside  and  out,  and  a 
diagonal  sweep  or  divcrter  discharging  the  coal  just  be 
fore  the  revolving  table  reaches  the  receiving  point. 
For  small  material  an  endless  belt  may  be  used. 

Coal  is  easier  to  pick  if  the  fine  material  is  removed, 
or  if  the  pieces  are  uniform  in  size,  so  screening  usually 
precedes  picking ;  sometimes  a  picking  table  is  divided 
down  the  middle  and  carries  two  sizes  separated  by  a 
partition,  and  a  third  space  may  be  formed  between 
these  two  to  carry  away  the  refuse.  Refuse  may  also 
be  dropped  down  chutes  to  a  drag  chain,  or  flight  con 
veyor,  or  car,  by  which  it  is  removed  to  a  dumping 
point. 

The  endless  apron  form  is  also  called  a  picking  band. 
Pier.  A  platform  or  structure  resting  on  the  bottom, 
projecting  above  the  water,  and  extending  out  into  a 
stream,  harbor  or  other  body  of  water,  and  generally, 
though  not  necessarily,  used  for  mooring,  loading  and 
unloading  vessels.  (See  also  Wharf.)  Cranes  installed 
on  piers  and  arranged  for  cargo  handling  service  are 
usually  called  wharf  or  cargo  handling  cranes  and  not 
pier  cranes. 

Also,  one  of  the  s  pports  of  the  spans  of  a  bridge  or 
other  similar  structure. 

Also,  a  short  tower  for  elevating  a  crane  structure 
above  the  ground  level.  (See  Pier  Base.) 
Pier  Base.  A  short  structural  steel  tower  used  to  give 
moderate  elevation  to  a  crane.  A  locomotive  crane  may 
have  a  pier  base,  adapting  it  for  storage  yard  or  cargo 
handling  work. 

Pier  Shed.  A  roofed  structure  or  building  placed  on  a 
pier,  generally  to  prevent  damage  to  stored  material  by 
the  elements.  It  may  cover  part  of  the  pier,  leaving 
open  passages  along  the  sides  for  the  movements  of 
cranes  or  special  cargo  handling  machinery,  or  it  may 
cover  all  the  pier,  in  which  case  the  cargo  handling 
machinery  must  be  located  on  the  roof  or  carried  by  the 
vessel. 

Pillar.  A  post  of  wood,  steel  or  masonry  used  to  sup 
port  the  floor  of  a  building  or  other  portion  of  a  struc 
ture.  In  pillar  cranes,  the  central  column  or  post  by  which 


97 


PIN 


MATERIAL    HANDLING    CYCLOPEDIA 


FOR 


the  boom  or  jib  is  supported.  (See  Crane,  Pillar;  Crane, 
Pillar  Jib.)  The  pillar  is  constructed  in  various  ways, 
two  types  being  a  tapering  cast  iron  column  of  circular 
section  flared  at  the  bottom  where  it  rests  on  a  turn 
table,  or  a  structural  steel  column  bracketed  to  a  heavy 
base  plate.  The  particular  type  of  pillar  crane  called  a 
locomotive  crane  generally  has  its  pillar,  which  is  very 
short,  included  as  part  of  the  two  side  frames  of  the 
hoisting  winch  and  mounted  with  them  on  the  revolving 
platform. 

Pinion.  The  smaller  of  a  pair  of  gears  in  mesh  with 
each  other.  A  gear  with  a  small  number  of  teeth.  (See 
Gearing.) 

Pintle.  A  cantilever  pin  or  pivot,  like  the  pivots  at  the 
top  and  bottom  of  the  mast  of  a  jib  crane. 

Pintle  Crane.     See  Crane,  Pintle. 

Pipe  Supports,  Jacking.  A  pair  of  light  weight  screw 
jacks  supporting  the  weight  of  a  vertical  pipe  above  an 
elbow  or  other  fitting,  to  enable  repairs  to  be  easily  made 
on  a  part  below.  Used  in  steam  jet  ash  conveyor  sys 
tems,  when  renewing  the  wearing  plates  immediately 
above  an  elbow  steam  unit. 

Pit,  Tower.  A  pit  sometimes  dug  at  the  base  of  the 
tower  in  a  concrete  chuting  plant,  to  allow  the  bucket 
to  go  below  the  ground  level  for  filling.  This  avoids  the 
necessity  of  elevating  the  mixing  plant. 

Platform.  Level  space  on  an  elevated  structure,  on 
which  a  person  may  stand  and  move  about.  Platforms 
around  crane  structures  are  generally  called  footways. 

Platform,  Live.  A  wood  or  metal  platform  elevated  a 
short  distance  above  the  ground  and  resting  on  small 
wheels  or  casters  so  that  it  can  be  moved  about  easily. 
For  long  trips  it  is  picked  up  by  a  lift  truck,  the  same 
as  a  skid  platform.  Also  called  live  skid. 
Page  540. 

Platform,  Revolving.  The  upper  or  rotating  part  of  a 
turntable  as  used  on  a  rotary  crane.  In  locomotive 
cranes,  called  the  deck  or  racer. 

Platform,  Safety.  A  platform  provided  with  all  details 
required  to  make  it  as  safe  as  possible.  These  involve 
toe  board,  solid  floors  through  which  small  articles  can 
not  drop,  railings,  with  two  or  more  bars,  guarded 
ladders  or  stairs  for  entrance,  etc. 

Platform,  Skid.  A  wood  or  metal  platform  elevated  a 
short  distance  above  the  floor  and  resting  on  longitudinal 
members  or  skids.  Raw  or  finished  material,  or  partially 
finished  work  is  piled  on  it,  and  it  is  picked  up  bodily 
and  moved  to  any  desired  new  location  by  means  of  a 
lifting  truck  of  some  sort.  Boxes  of  any  desired  depth 
may  be  built  on  the  platform,  with  removable  sides  or 
ends ;  stakes  may  be  provided  around  the  outside  to  keep 
objects  from  rolling  off;  pins  or  posts  to  hold  objects 
with  holes  in  them  may  be  inserted;  cracks,  cradles  and 
all  variety  of  special  arrangements  may  also  be  used 
when  advantageous.  Also  called  skid. 
I 'age  537,  746. 

Plow,  Unloading.  A  plow  which  can  be  pulled  along  a 
train  of  flat  cars  or  swing  side  door  cars  by  a  wire 
rope  wound  on  a  drum,  forcing  off  the  load  of  dirt, 
rock,  etc.,  on  one  or  both  sides  of  the  track.  In  one 
system  of  operation,  a  special  unloading  car  carrying  the 
winding  machinery  and  coupled  to  a  dumping  locomo 
tive  is  attached  to  the  train,  \\hen  just  about  to  enter 
where  dumping  is  to  take  place,  the  end  of  the 
cable  is  made  fast  to  a  chain  temporarily  stretched  above 
the  cars;  as  the  train  moves  forward  the  cable  unwinds 
and  eventually  lies  along  the  top  of  the  load  from  front 


to  back  of  the  train.  After  it  is  attached  to  a  plow 
which  has  been  brought  up  to  the  rear  of  the  train  on 
a  special  car,  the  winch  is  started  and  the  plow  is  pulled 
the  whole  length  of  the  train. 

The  cars  have  no  ends,  and  the  floor  spaces  between, 
over  the  couplings,  are  bridged  by  steel  plates,  so  that 
the  train  forms  one  long  continuous  trough. 

Plows  are  made  to  discharge  to  the  left  or  to  the  right, 
or  on  both  sides,  a  special  pilot  being  provided  in  the 
last  case  to  keep  the  plow  central. 

Plumb.     The  state  of  being  vertical. 

Also,  a  weight  suspended  on  the  end  of  a  cord,  by 
which  an  object  is  tested  as  to  its  vertical  condition,  or 
by  which  a  point  on  one  object  is  set  directly  over  a 
definite  point  below.  Also  called  plumb  bob,  or  plumb 
bob  and  line. 

Plunger.  A  machine  part,  prismatic  in  form,  which 
has  a  reciprocating  motion  parallel  to  its  axis,  and  which 
is  used  to  move  material  by  reason  of  the  space  occupied 
by  itself.  Pump  plungers  force  liquid  out  of  a  cylinder 
as  they  are  forced  into  it.  The  plunger  in  a  plunger  type 
feeder  pushes  the  material,  as  coal,  ahead  of  it  on  the  for 
ward  stroke ;  on  the  return  fresh  material  drops  in  the 
space  vacated. 

Ply.  One  of  the  layers  of  sheet  material  which  goes  to 
make  up  an  article  of  laminated  structure,  as  fabric 
belts,  veneered  wood,  etc. 

Pneumatic.  Connected  with  or  pertaining  to  the  use  of 
air  at  a  high  or  low  pressure,  as  pneumatic  tools, 
pneumatic  tube. 

Pocket,  Retail  Coal.  An  elevated  storage  bin  for  hold 
ing  various  sizes  of  coal,  and  arranged  for  delivering 
to  trucks  and  wagons  for  retail  sale.  (See  Pocket, 
Storage.) 

Pocket,  Storage.  An  overhead  bin  for  containing  bulk 
material,  which  is  delivered  to  it  direct  from  cars  on  a 
track  elevated  above  the  pocket,  or  from  boats  or  cars 
at  a  lower  level  by  means  of  elevating  and  conveying 
machinery  of  various  types.  The  separate  compartments 
are  usually  formed  with  sloping  or  hopper  bottoms  and 
are  provided  with  discharge  chutes  and  gates,  so  that 
they  will  completely  discharge  their  contents.  They  are 
made  of  wood,  rectangular  in  plan  and  subdivided  by 
wooden  partitions,  the  whole  being  strengthened  by 
steel  rods.  Round  wooden  or  silo-type  pockets  are  often 
used,  usually  without  subdivisions,  each  silo  holding  one 
size  of  material.  Steel  tank  coal  pockets  are  also  used, 
subdivisions  being  made  if  needed  by  wooden  cribbing 
with  steel  reinforcement.  All  pockets  are  at  an  eleva 
tion  above  the  level  on  which  stand  the  cars,  wagons, 
etc.,  receiving  the  material,  and  this  usually  involves  a 
high  foundation  or  supporting  framework  for  the  pocket 
or  a  depressed  receiving  track  level.  The  driveways  on 
which  the  receiving  wagons  or  trucks  stand  are  laid  out 
either  transversely  or  longitudinally  beneath  the  pockets, 
or  outside  on  one  or  both  sides  of  the  structure,  corre 
sponding  to  pockets  sloping  toward  one  or  toward  both 
sides. 

Portable.  Capable  of  being  easily  carried  or  moved 
about.  Of  a  machine,  not  dependent  for  proper  opera 
tion  on  the  surroundings,  setting  or  foundation  in  a 
particular  locality,  preferably  limited  to  cases  where  trie 
machine  may  be  moved  to  a  new  locality  with  little  or 
no  dismantling,  but  where  it  is  not  self-propelled. 

Portable  Cranes.  One  type  of  portable  cranes  is  that 
used  with  storage  battery  locomotives.  (See  Locomotive, 
Storage  Battery.)  Another  type  of  portable  crane  uses  a 
motor  having  a  cable  leading  to  a  service  station  or  re- 


98 


POW 


DEFINITION    SECTION 


RAI 


ceptaclc  connected  to  a  power  distribution  system  com 
monly  operating  at  200  to  250  volts.  Such  an  apparatus 
is  best  adapted  to  use  on  units  handling  freight  weighing 
up  to  one  thousand  pounds,  requiring  a  considerable  ver 
tical  lift,  and  working  in  conjunction  with  industrial  or 
hand  trucks.  Direct  current  provides  better  control  and 
simpler  wiring  than  alternating  current,  but  both  are  used 
satisfactorily. 

Power,  Hydraulic.  A  system  of  power  transmission  in 
which  water  (or  oil)  under  pressure  is  used  as  the 
transmission  medium.  It  consists  of  one  or  more  pumps 
capable  of  generating  the  required  pressure,  accumulators 
for  sti-riny  the  water  under  pressure,  distributing  pipes, 
valves,  and  the  presses,  cranes,  or  other  machinery  to  be 
operated. 

Hydraulic  machinery  is  rapid  in  action,  smooth  and 
silent  in  working,  and  not  excessive  in  cost  or  upkeep. 
It  is,  however,  bulky  and  complicated,  and  in  cold 
climates,  liable  to  freeze  in  cold  weather. 

Hydraulic  presses  and  other  apparatus  for  exerting 
very  heavy  forces  are  still  in  favor,  but  for  hoists  and 
cranes,  the  system  is  practically  obsolete. 
Power-wheel.  See  Bucket  Power-wheel. 
Pulley.  A  wheel  turning  with  or  on  a  shaft  supported 
in  a  bearing:,  and  having  its  circumference  shaped  so  as  to 
carry  some  sort  of  band  for  transmitting  its  motion  to 
another  similar  wheel.  A  pulley  usually  has  a  tlat  or 
nearly  flat  (crowning)  surface  for  a  flat  belt;  when  the 
rim  is  grooved  for  a  rope  or  chain,  it  is  usually  and 
preferably  called  a  sheave. 

Flat  and  crowned  pulleys,  with  belts,  are  widely  used 
as  a  means  of  transmitting  power  short  and  moderate 
distances.  Cranes  were  formerly  driven  by  them.  (See 
Crane,  Power.) 

Also,  a  block  for  rope  (see  Block)  ;  also  called  pulley 
block. 

Pulley,  Guide.  An  auxiliary  pulley  which  is  located  in 
such  a  way  as  to  deliver  a  belt  in  the  plane  of  another 
pulley,  either  the  driving  or  the  driven  pulley  of  the 
mechanism.  1'or  ropes  and  chains,  sec  Sheave,  Guide. 
Pulley,  Slat.  A  pulley  used  with  belt  conveyors  han 
dling  clay,  dirt  or  other  material  which  might  pack 
between  the  belt  and  an  ordinary  full-face  pulley.  It  is 
composed  of  two  end  discs  or  spiders  connected  by  par 
allel  slats,  like  a  squirrel  cage. 

Pulley,  Snub.  A  pair  of  chain  sprockets  placed  close 
under  the  head  sprockets  on  the  return  side  of  a  double 
strand  bucket  elevator,  to  cause  a  perfect  discharge  of 
the  material  by  completely  inverting  the  buckets.  They 
are  placed  outside  the  line  of  buckets  and  deflect  the 
chains  inward  so  that  they  remain  in  contact  with  the 
sprockets  for  considerably  more  than  180  deg.  Also 
called  choke  wheels  or  deflecting  wheels.  (See  Elevator, 
Perfect  Discharge.) 

Pulleys,  Tight  and  Loose.  Pulleys  which  revolve  about 
the  same  axis,  one  being  rigidly  attached  or  keyed  to, 
and  the  other  loosely  revolving  on,  the  shaft. 
Pump,  Dredge.  A  centrifugal  pump  used  in  a  hydraulic 
dredge  for  drawing  the  mixture  of  water  and  solid 
material  in  through  the  suction  pipe  and  discharging  it 
on  land  or  into  a  scow.  (See  Dredge.  Hydraulic.) 
These  pumps  are  designed  specifically  for  the  hard 
service  they  must  undergo,  and  will  handle  boulders  as 
large  as  can  pass  the  agitator  blades  at  the  suction  head. 
Dredge  pumps  are  usually  driven  by  vertical  engines, 
often  compound,  and  designed  for  economical  operation. 
Pump,  Jet.  A  pumping  device  in  which  the  high  velocity 
of  a  small  stream  of  fluid  is  made  to  give  a  slow 


velocity  to  a  large  amount  of  the  same  or  another  fluid, 
by  a  process  of  entrainment  and  of  transformation  of 
the  kinetic  energy  of  the  small  mass  at  high  velocity  to 
the  kinetic  energy  of  a  large  mass  at  low  velocity. 
Because  of  the  absence  of  moving  parts,  fluids  contain 
ing  solids  can  be  handled  and  the  apparatus  is  simple 
and  cheap,  but  the  efficiency  is  usually  low. 

The  arrangements  in  most  common  use  are :  a  water 
jet  pumping  water,  known  as  a  water-jet  pump;  a  steam 
jet  pumping  water,  known  as  an  injector  or  ejector, 
depending  on  whether  the  delivery  pressure  is  high  or 
low;  and  a  steam  jet  pumping  air,  known  as  a  steam 
blower. 

Water-jet  pumps  are  used  for  drainage  and  excavation 
work,  where  dirty,  gritty  water  would  injure  piston 
pumps.  Ejectors  are  used  for  the  same  purpose,  the 
steam  being  delivered  from  a  stationary  boiler,  and  while 
inefficient  as  compared  with  a  piston  pump,  arc  simple, 
cheap  and  easily  installed.  Injectors  are  used  for  pump 
ing  feed  water  into  boilers,  and  as  the  heat  of  the  steam 
is  here  saved  by  going  into  the  feed  water,  the  efficiency 
is  high.  Steam  blowers  are  used  to  produce  draft  for 
boiler  fires,  and  are  usually  applied  at  the  base  of  the 
stack,  where  they  act  to  accelerate  the  exhaust  gases  and 
produce  a  suction. 

Pump,  Relay.  In  long  pipe  lines,  a  pump  placed  at  an 
intermediate  point  to  assist  in  moving  the  liquid  by 
again  raising  its  pressure  after  that  originally  supplied 
has  been  reduced  by  the  friction  of  flow.  In  the  dis 
charge  from  hydraulic  dredges,  relay  pumps  increase 
greatly  the  possible  length  of  discharge  and  remove 
part  of  the  load  from  the  pump,  permitting  greater  out 
put.  The  pumps  are  operated  by  steam  or  electricity. 

Purchase.  Mechanical  advantage:  increase  of  force  at 
the  expense  of  space  moved  through,  as  the  purchase  of 
a  lever  or  block  and  tackle.  Geared  drum  winches  are 
also  known  as  single  or  double  purchase  according  to 
whether  there  are  one  or  two  gear  reductions  between 
the  point  of  power  application  and  the  drum  shaft. 

Push-bar.  One  of  the  transverse  bars  fixed  at  the  ends 
to  the  two  moving  chains  of  a  push-bar  conveyor  or 
elevator,  which  moves  articles  placed  on  the  bed  between 
them  by  direct  pressure.  These  are  ordinarily  wood, 
or  round  or  square  iron  bars;  they  may  also  be  strips 
bearing  flat  against  the  articles.  \Yings  or  flights  at 
tached  to  a  single  chain  and  used  to  drag  objects  along 
a  runway  bed  are  also  sometimes  termed  push-bars. 

Radial.  In  the  direction  of  a  radius  of  a  circle,  either 
outward  or  inward,  as  distinguished  from  axial,  tan 
gential,  or  circumferential. 

Rail,  Ground.  A  line  of  rails  which  is  located  on  the 
ground,  as  distinguished  from  one  supported  on  an  ele 
vated  structure,  building,  etc. 

Railway,  Automatic.  A  railway  with  a  single  car  used 
for  moving  bulk  material  on  a  down  grade  from  the 
receiving  to  the  discharging  point,  employing  a  movable 
counterweight  which  is  raised  by  the  loaded  car  while 
the  latter  is  being  brought  to  rest  at  the  dumping  point, 
and  which  gives  out  its  stored  energy  in  starting  the 
empty  car  back  up  the  grade  with  sufficient  velocity  to 
return  to  the  starting  (loading)  position.  The  operator 
starts  the  car  on  its  downward  trip ;  as  it  approaches 
the  dumping  point  (which  may  be  varied)  it  runs  against 
an  adjustable  dumping  block  fast  to  a  cable  connected 
to  the  counterweight ;  it  raises  the  counterweight  and 
just  before  it  comes  to  rest  at  the  dumping  point  strikes 
a  dumping  board  which  releases  a  toggle  connection 
and  allows  the  top  hinged  side  doors  to  swing  outward 


99 


RAM 


MATERIAL    HANDLING    CYCLOPEDIA 


ROO 


at  the  bottom  and  dump  the  load.  The  dumping  is 
assisted  by  the  gable  bottom  of  the  car.  The  front  and 
back  of  the  car  are  sloped  in  such  a  way  that  the  reac 
tion  due  to  the  discharge  of  the  load  helps  to  start  the 
car  back  up  the  grade.  The  counterweight  continues 
the  acceleration  and  the  car  receives  sufficient  velocity 
to  go  up  to  the  starting  point.  One  man  only  is  needed 
to  operate  the  railway  and  no  power  is  required. 

Page  585,  831. 

Ramp.  An  artificial  inclined  path,  road  or  track  along 
which  persons,  animals  and  wheeled  vehicles  may  pass 
primarily  for  the  purpose  of  ascending  or  descending  or 
changing  their  elevation.  Foot  ramps  take  the  place  of 
stairways ;  railway  tracks  set  on  a  steep  grade  for  the 
purpose  of  hauling  loaded  cars  of  bulk  material  to  be 
dumped,  are  sometimes  called  ramps ;  moving  ramps, 
formed  of  platform  conveyors,  are  made  to  carry  loads, 
men  with  loaded  hand  trucks,  and  even  wheeled  vehicles 
like  motor  trucks ;  chain  haulage  ramps  have  haulage 
chains  laid  in  them,  to  assist  heavily  loaded  trucks  either 
up  or  down. 

Ramp,  Moving.  A  wood  apron  conveyor  set  at  a  mod 
erate  inclination  and  used  for  conveying  persons,  motor 
trucks,  "wheelers"  or  wheeled  trucks,  etc.,  up  or  down 
the  grade.  When  the  slope  is  so  steep  that  special 
arrangements  must  be  provided  to  prevent  vehicles  from 
running  down  the  apron,  it  is  usually  termed  an  apron 
elevator. 

Ratchet.  A  detent  or  pivoted  piece  arranged  to  fit  into 
the  teeth  of  a  ratchet-wheel  in  such  a  way  as  to  allow 
its  rotation  in  one  direction,  but  not  in  the  other.  Also 
called  Pawl,  Dog,  Click.  (See  Ratchet  and  Wheel.) 
Ratchet,  Friction.  A  ratchet  which  locks  a  ratchet 
wheel  against  rotation  in  one  direction  by  friction  rather 
than  by  placing  a  projection  in  its  path.  It  is  generally 
a  small  rounded  piece  eccentrically  pivoted,  or  a  ball  or 
roller  in  contact  with  an  eccentric  or  spiral  surface,  so 
arranged  that  the  wheel  pushes  it  aside  when  rotating  in 
one  direction,  but  brings  it  into  a  powerful  wedging  action 
when  it  starts  to  rotate  in  the  other  direction. 
Ratchet  Wheel.  The  toothed  wheel  forming  one  ele 
ment  of  a  ratchet  and  wheel  mechanism.  (See  Ratchet 
and  \Yheel.) 

Ratchet  and  Wheel.  A  mechanism  combining  a  ratchet 
and  ratchet  wheel,  much  used  in  hoisting  machinery  for 
preventing  the  involuntary  lowering  of  the  load  when 
the  lifting  effort  is  interrupted.  In  hand  hoists,  the 
ratchets  are  generally  gravity  operated,  and  are  turned 
out  of  acting  position  when  lowering.  In  power  hoists 
the  noisy  click  is  generally  objectionable,  and  a  friction 
ring  or  clamp  is  usually  connected  to  the  ratchet  in  such 
a  way  as  to  keep  it  entirely  out  of  action  during  lifting, 
but  instantly  returning  it  into  contact  with  the  wheel 
when  reverse  turning  starts.  Friction  ratchets  are  not 
generally  considered  sufficiently  reliable  to  use  directly 
for  hoisting  purposes.  An  exception  to  this  is  in  the  case 
of  a  worm  ratchet.  The  ratchet  wheel  is  simply  a  worm 
wheel,  having  in  mesh  with  it  a  worm  which  will  not 
turn  in  one  direction  owing  to  the  wedging  of  a  conical 
surface  on  the  worm  shaft  in  its  seat,  but  which  will 
turn  with  ea?e  in  the  other  direction.  The  reversal  of 
thrust  of  the  worm  is  used  to  bring  one  or  the  other  of 
these  two  resistances  into  play,  the  small  resistance  corre 
sponding  to  lifting,  and  the  wedging  action  to  lowering. 
Reciprocate.  To  move  back  and  forth,  to  alternate  in 
direction  of  motion,  like  the  piston  of  an  engine. 


Reeve.  To  pass  or  thread  a  rope  through  pulleys, 
blocks,  guides,  etc. 

Retarder,  Car.  A  device  for  controlling  the  movement 
of  a  railway  or  industrial  car  down  a  grade,  generally 
during  the  operation  of  loading  with  bulk  material.  One 
device  used  with  railway  cars  being  loaded  at  coal 
tipples  is  to  have  a  two-compartment  brake  controlled 
drum,  located  at  the  head  of  the  grade  under  the  tipple, 
with  ropes  wound  in  opposite  directions  in  the  two 
compartments.  One  rope  is  attached  to  the  car  by  a 
hook,  and  the  other  is  attached  to  a  counterweight.  The 
car  is  allowed  to  move  down  the  grade  by  slightly  re 
leasing  the  brake,  which  is  always  kept  set  by  a  spring 
or  weight.  When  the  car  has  moved  its  length  down  the 
grade  under  the  loading  beam  and  is  filled,  the  retarding 
rope  is  unhooked,  and  the  counterweight  winds  it  up 
on  the  drum,  making  it  ready  for  attaching  to  another 
car. 

A  device  of  this  sort  gives  much  better  control  of  the 
motion  of  the  car  than  can  be  obtained  with  the  regular 
brakes  of  the  railway  car  itself,  and  generally  saves 
labor. 

Retriever.  A  special  light  drum  used  to  take  up  slack 
in  magnet  lead  wires  in  crane  operation.  (See  Drum, 
Cable.) 

Roll  or  Roller.  A  cylinder  rotating  about  its  axis,  with 
or  without  bearings  at  its  ends.  The  distinction  between 
these  two  terms  is  very  indefinite,  but  the  term  roll  is 
more  commonly  applied  to  cases  where  the  end  bearings 
are  in  fixed  frames  and  some  pressure  is  exerted,  as  in 
a  rolling  mill,  feed  rolls,  etc.  Roller  is  used  (a)  where 
the  bearings  are  movable,  as  in  lawn  rollers,  (b)  w-here 
there  are  no  bearings,  as  the  rollers  placed  under  a  heavy 
weight  to  assist  in  moving  it,  and  (c)  where  the  cylinders 
are  placed  in  fixed  bearings  and  objects  moved  over 
them ;  the  function  is  merely  to  change  sliding  into  roll 
ing  friction  in  the  two  last  cases. 

Narrow  rollers  are  called  wheels ;  the  distinction  is 
indefinite,  but  might  be  said  to  relate  to  the  proportion 
when  the  face  is  equal  to  the  radius,  wider  faces  requiring 
the  term  roller.  (See  also  Conveyor  Roller.) 

Roller  Axle.     See  Conveyor  Roller. 

Roller,  Live.  The  moving  rollers  in  a  roller  bearing, 
which  have  a  motion  of  translation  of  the  axis  as  well 
as  a  rotation  on  that  axis.  Distinguished  from  rollers 
which  are  supported  on  fixed  bearings  to  allow  parts  to 
move  over  them. 

Also  a  roller  which  is  rotated  by  power,  as  for  example 
one  of  the  rollers  of  a  power  roller  conveyor. 

Roller  Spiral,  Gravity.     See  Spiral,  Gravity  Roller. 

Rolling,  Cold.  The  process  of  passing  metal  bars  or 
sheets  between  rolls  exerting  a  heavy  pressure  on  them, 
while  cold,  in  order  to  size  them  accurately,  to  harden 
the  material,  or  to  improve  the  surface  finish. 

Rooster.  A  sheave  carried  in  a  swiveling  bracket  on 
the  gudgeon  or  pivot  pin  at  the  top  of  a  derrick  mast, 
and  used  for  giving  the  boom  hoist  line  a  straight  lead  to 
the  drum  on  the  hoisting  winch.  The  boom  hoist  line  is 
led  up  the  center  of  the  mast,  out  at  its  top,  and  over 
the  rooster  sheave,  thus  leaving  the  two  sheaves  in  the 
mast  step  free  for  the  hoisting  and  the  closing  lines  re 
quired  in  two-line  bucket  operation.  Or  if  only  one  hoist 
ing  line  is  required,  the  use  of  a  rooster  allows  the  single 
line  at  the  bottom  to  be  placed  centrally,  and  the  mast 
can  then  be  rotated  a  complete  circle  or  more  without 
fouling  any  line. 


100 


ROO 


DEFINITION    SECTION 


Rooster  Bracket.     See  Rooster. 

Rooster  Sheave.     See  Rooster. 

Rope.  A  flexible  connector  used  for  pulling,  made  of 
fibrous  vegetable  materials  or  of  metal  wires.  If  the 
former,  the  fibres  are  twisted  into  yarns,  the  yarn  into 
strands,  and  the  strands  are  then  laid  into  a  rope.  If  the 
latter,  wires  arc  laid  into  strands  and  the  strands  into  a 
rope.  (See  Rope,  Cordage;  Wire  Rope;  Wire  Rope, 
Lay  of.) 

Page  320,  818-822. 

Rope,  Armored  Wire.  Wire  rope  which  has  had  its 
strands  wrapped  or  served  with  a  winding  of  metal  wire 
or  ribbon  before  being  laid  into  the  final  rope.  This 
armor  takes  all  the  wear  for  a  long  period  of  time,  and 
materially  lengthens  the  life  of  the  rope. 
Page  320,  818-822. 

Ropes,  Arrangement  of  Hoisting.  In  cranes  up  to 
three  tons  capacity  the  load  may  be  lifted  on  a  single  fall 
of  rope.  For  loads  from  five  to  seven  tons,  two  parts  are 


Rope,  Shell.  The  term  applied  to  the  holding  rope  in 
Mime  types  of  two-rope  grab  buckets  where  the  top 
bucket  head  is  extended  downward  forming  a  housing  or 
shell  for  supporting  guides  on  which  the  two  spades  or 
bowls  slide. 

Rope,  Sisal.  A  rope  made  from  the  fibres  of  a  plant 
grown  in  Yucatan,  Mexico  and  Florida.  It  is  in  general 
inferior  to  manila  in  strength,  appearance  and  wearing 
qualities.  It  is  used  for  tying  or  binding  purposes,  and 
seldom  for  running  around  sheaves. 

Rope,  Wire.    See  Wire  Rope. 

Rope,  Trip.  A  small  rope  which,  when  pulled  (gener 
ally  by  hand)  operates  a  latch  or  dog  to  release  a  moving 
part  of  an  apparatus,  such  as  a  grab  or  turnover  bucket 

Rotary  Blower.     See  Blower,  Rotary. 

Rotate.     To  revolve  or  move  round  a  center  or  axis,  to 
have  a  continuous  circular  motion. 
(See  also  Axis.) 


employed,   one   part  winding  on  the   drum.     Above   this       Runway.     The  path  or  track  over  which  anything  regu- 


s\7.e  the  load  is  lifted  on  four  parts  of  rope,  two  parts 
being  wound  in  left  and  right  hand  grooves  on  the  drum, 
and  the  other  two  passing  around  an  equalizing  sheave. 
In  very  large  cranes  the  load  may  be  supported  on  16  (or 
more)  parts,  two  winding  on  the  drum,  two  passing  around 
the  equalizer  sheave,  and  12  pendent  from  the  upper  block. 
In  some  cases  the  ropes  ordinarily  passing  around  the 
equalizer  are  led  to  another  drum  and  wound  on  it. 

The  above  represents  common  practice  in  overhead 
cranes,  but  there  are  many  variations  even  in  them,  and 
when  derricks,  steam  shovels,  grab  buckets,  etc.,  are  con 
sidered  the  arrangements  in  use  are  exceedingly  nu 
merous. 

\\  here  sheaves  and  drums  must  be  kept  small,  as  in 
overhead  crane  trolleys,  a  maximum  diameter  of  rope  of 
£jj-inch  to  1  inch  is  adopted,  and  large  loads  are  lifted  by 
increasing  the  number  of  ropes;  in  cases  where  there  is 
no  limit  to  the  size  of  sheaves  and  drums,  as  in  mine 
hoists,  one  or  a  few  large  ropes  are  used.  For  small 
hoists  small  ropes  are  used,  but  it  is  not  desirable  to  use 
many  parts  on  account  of  the  great  wear  of  the  rope 
passing  around  numerous  sheaves. 

Rope,  Closing-and-hoisting.  In  two-rope  grab  buckets, 
the  rope  which  passes  through  the  bucket  head,  and 
which,  when  pulled,  operates  the  closing  mechanism. 
(See  Bucket,  Two-rope).  Also  called  bucket  hoisting 
rope  or  closing  rope. 

Rope,  Cordage.  Rope  which  is  made  from  fibrous  ma 
terials  like  manila,  hemp  or  sisal.  The  fibres  are  of  vary 
ing  lengths;  they  are  spun  into  yarns,  the  yarns  into 
strands,  and  the  strands  are  laid  into  ropes,  the  lay  of  the 
strands  and  the  rope  always  being  opposite.  It  is  made 
up  in  three  or  four  strands,  with  or  without  a  center  or 
heart,  and  is  soft,  medium  or  hard  lay.  The  heart,  when 
used,  is  a  small  rope  having  a  diameter  about  one-third 
that  of  the  strand. 

Rope,  Hemp.  A  rope  made  from  fibres  of  the  hemp 
plant.  While  strong  and  flexible,  it  decays  rapidly  when 
exposed  to  the  weather,  and  is  therefore  often  tarred. 
Rope,  Holding.  In  grab  buckets  operated  by  two  ropes, 
the  one  which  is  attached  to  the  bucket  head  and  by 
which  it  is  lowered.  (See  Bucket,  Two-rope).  Also 
called  bucket  lowering  rope. 

Rope,  Manila.  A  rope  made  from  fibres  obtained  from 
a  species  of  wild  plantain  belonging  to  the  banana  family, 
and  native  to  the  Philippine  Islands.  The  fibres  are  from 
6  ft  to  10  ft.  long  and  very  strong  in  tension,  though  weak 
transversely. 


larly  runs;  a  passageway  or  aisle  which  can  be  used 
for  wheeled  vehicles  whether  on  rails  or  not.  Also,  the 
Icrm  applied  to  an  assemblage  of  conveyor  sections,  and 
particularly  to  the  parts  on  which  the  material  trans 
ported  actually  rests,  as  distinct  from  the  supporting 
structure,  driving  mechanism,  etc. 

Runway,  Crane.  A  runway  or  track  built  to  support  a 
travelling  crane,  including  its  supporting  girders.  In 
overhead  travelling  cranes  and  gantries  with  partially 
elevated  runways,  it  includes  the  line  of  horizontal  girders 
and  rails,  with  supporting  columns  and  bracing.  In  gan 
try  cranes,  the  runway  is  generally  near  the  ground  level, 
when  it  may  consist  simply  of  rails  laid  on  a  suitable 
foundation.  In  semi-portal  gantry  cranes,  one  runway  is 
often  on  the  edge  of  a  roof. 

In  monorail  installations  the  term  refers  to  the  over 
head  supporting  rail,  and  may  also  refer  to  the  clear 
ance  or  passageway  allowed  underneath  for  the  passage 
of  the  car  and  load. 

Runways  are  sometimes  designated  as  I-beam  runway, 
channel  runway,  timber  runway,  etc.,  according  to  the 
kind  of  structural  member  forming  the  rail  or  rail  sup 
port. 

Runway,  Gravity.     See  Conveyor,  Gravity 

Safety  Hoist,  Limit.     See  Stop,  Limit. 

Sand  Sucker.     See  Dredge,  Hydraulic. 

Scale,  Aerial  Wire  Rope  Tramway.  A  weighing  device, 
sometimes  installed  at  one  of  the  terminal  stations  of  a 
double  rope  system.  A  short  section  of  steel  track  is 
independently  supported  by  scale  beams  and  can  be  made 
to  indicate  or  record  the  weight  of  a  carrier  and  bucket 
passing  slowly  over  it. 

Scale  Box.    A  term  sometimes  applied  to  a  skip. 

Scales,  Suspension.  A  portable  scale,  arranged  to  hang 
on  the  lower  hook  of  a  crane  or  hoist,  to  weigh  loads 
when  they  are  picked  up. 

Score,  Drum.  The  helical  groove  cut  on  the  circum 
ference  of  a  winding  drum  to  assist  the  rope  or  chain 
properly  to  distribute  itself  over  the  length  of  the  drum. 
The  score  varies  from  a  shallow  groove  whose  profile  is 
the  arc  of  a  circle  of  the  rope  diameter,  with  ropes  just 
touching  each  other,  to  a  groove  with  semi-circular  bot 
tom  and  slightly  divergent  sides,  deep  enough  to  entirely 
contain  the  rope,  and  spaced  wide  enough  apart  to  allow 
for  the  thickness  of  the  walls  between.  The  length  of 
the  score  should  be  enough  to  leave  two  turns  of  rope 
still  wound  when  the  load  hook  is  at  its  lowest  point. 


101 


sertf .-' ' 


MATERIAL    HANDLING    CYCLOPEDIA 


SCR 


For  chain,  the  drum  is  scored  with  a  plain  groove  so 
that  alternate  links  may  be  flat  and  standing,  with  the 
standing  links  clear  of  the  bottom  of  the  groove,  or  the 
score  may  be  a  circular  arc,  to  take  the  chain  as  it  comes. 
( )r.  the  score  may  be  cast,  with  pockets  to  fit  each  link. 
The  simplest  scoring  is  a  single  helix  from  end  to  end 
of  the  drum ;  this  is  seldom  used  in  cases  where  the  rope 
leads  directly  to  the  bottom  block  or  load,  except  in  the 
smaller  cranes,  as  it  causes  an  unsymmetrical  loading  of 
the  crane  structure.  Two  symmetrically  disposed  scores 
are  usually  provided,  the  two  ropes  winding  toward  the 
center  as  the  load  is  hoisted. 

Scow.  A  flat-bottomed  boat,  generally  with  flat  sloping 
ends  and  without  deck,  used  for  transporting  heavy  bulk 
material  such  as  dirt,  gravel,  sand,  stone,  garbage,  etc.; 
garbage  scows  have  hopper  bottoms,  by  which  the  load 
may  be  dumped  into  the  water. 

Scraper,  Buck.  A  horse-drawn  scraper  consisting  of  a 
vertical  board  12  in.  to  IS  in.  high  and  4  ft.  to  6  ft.  long, 
with  handles  attached  at  the  back.  It  is  used  mostly 
in  filling  trenches,  being  dragged  toward  the  trench  by 
horses  on  the  other  side,  and  pulled  back  and  placed  for 
a  new  load  by  one  or  more  men  operating  the  handles. 
(Also  called  trench  filler.) 
(See  also  Scraper,  Fresno.) 

Scraper  Bucket,  Drag  Line.  See  Drag  Line  Scraper 
Bucket. 

Scraper,  Drag.     See  Drag  Scraper. 

Scraper,  Drag  Line.     See  Drag  Line  Scraper. 

Scraper,  Fresno.  A  horse-drawn  drag-scoop  scraper 
having  a  wide  and  rather  short  bowl.  It  is  filled  by 
dragging  through  loose  dirt,  with  the  cutting  edge  slightly 
depressed,  and  is  dumped  by  turning  over  on  adjustable 
runners  which  allow  a  complete  dump  or  gradual  spread 
ing  as  may  be  desired.  It  is  returned  on  the  runners. 
On  account  of  its  short  bowl  it  fills  easily,  and  will 
follow  up  a  steep  bank  without  dumping.  (Also  called 
buck  scraper.) 

Scraper,  Tcngue.  A  drag  scraper  in  which  the  horses 
pull  the  scoop  by  a  forked  tongue  pivoted  to  it  at  its 
two  sides,  instead  of  by  chains  attached  to  a  bail  as  in 
the  ordinary  drag  scraper. 

Scraper,  Wheel.  A  horse-drawn  scraper  bucket  consist 
ing  of  a  steel  pan  or  scoop  mounted  on  wheels  and 
equipped  with  levers  by  winch  the  cutting  edge  can  be 
lowered  to  the  ground  for  filling  the  bucket,  and  then 
raised  clear  while  the  load  is  being  wheeled  to  the  dump 
ing  point.  To  dump,  the  back  end  of  the  pan  is  raised 
until  the  cutting  edge  digs  into  the  ground,  when  the 
continued  pull  of  the  team  will  dump  the  load.  It  is 
returned  in  the  dumped  position.  An  automatic  front 
gate  is  sometimes  added  to  prevent  the  spilling  of  mate 
rial  during  long  or  rough  hauls. 

Screen.  To  separate  a  bulk  material  according  to  the 
size  of  the  particles  contained  in  it  by  passing  it  over 
one  or  more  screens  composed  of  perforated  plate,  woven 
wire,  parallel  bars  or  parallel  rotating  discs;  also,  to 
separate  from  the  bulk  all  material  above  or  below  a 
certain  size,  or  between  certain  sizes. 

The  term  screen  is  also  applied  to  the  actual  screening 
surface,  to  this  surface  with  the  frame  on  which  it  is 
mounted,  and  to  the  whole  machine  with  its  operating 
and  auxiliary  mechanism. 

The  simplest  arrangement  mechanically  involves  pass 
ing  the  whole  mass  over  the  finest  screen  first  and  thence 
over  coarser  and  coarser  screens,  but  this  subjects  the 
fine  and  delicate  screens  to  heaviest  wear,  and  it  is  there 
fore  better  practice  to  pass  the  mass  over  the  coarjest 


screen  first,  followed  by  the  finer  ones  in  succession. 
Screen  installations  may  be  classified  according  to  their 
method  of  causing  the  material  to  pass  over  the  screen 
ing  surface  as  gravity,  shaking,  revolving,  traveling  bar 
and  rotating  disc;  according  to  the  service  performed  as 
sizing,  rejecting,  rescreening,  washing,  draining,  drying 
and  feeding ;  according  to  the  conditions  during  screening 
as  wet  or  dry,  and  according  to  the  nature  of  the  screen 
ing  surface  as  woven  cloth,  perforated  plate,  bar  or 
grizzly,  or  rotating  disc. 

Screen,  Bar.  A  screen  consisting  of  a  series  of  bars 
placed  parallel  to  the  direction  of  flow  of  the  material, 
and  set  into  and  held  in  place  by  notched  bearers.  The 
bars  are  of  round,  square,  rectangular  or  special  sections, 
a  desirable  form  being  one  which  will  not  allow  pieces 
to  pass  part  way  ill  rough  and  wedge.  Special  arrange 
ments  of  bars  will  sometimes  serve  to  separate  materials 
of  different  character  without  regard  to  size;  an  example 
being  flat  bars  set  inclined  transversely  for  separating 
flat  pieces  of  slate  from  coal  if  the  latter  breaks  into 
pieces  that  are  not  flat.  Also  called  a  grizzly  or  a 
grizzly  screen. 

Screen,   Chute.     A   screen   inserted   in    the  bottom   of  a 
chute,    for   the   purpose   of   separating   the   dust   or   fines 
from  the  material  passing  over  it.     Used  in  wagon  load 
ing  chutes  at  coal  pockets. 
Also  called   shoot  screen. 

Screen,  Draining;  Screen,  Drying.  A  screen  generally 
of  the  revolving  type,  which  is  arranged  to  drain  or 
dry  the  material  passing  through  it  rather  than  to  screen 
it.  To  accelerate  the  action,  a  blast  of  air,  heated  if 
desired,  is  often  passed  through  and  around  the  screen. 

Screen,  Gravity;  Screen,  Gravity  Inclined.  A  screen 
which  is  set  permanently  at  an  angle  that  will  cause  the 
material  undergoing  screening  to  slide  freely  over  it  due 
to  the  force  of  gravity.  This  angle  varies  with  the  type 
of  screen  and  the  nature  of  material  from  25  deg.  to  45 
deg.  Bar  screens,  slotted  wire  screens,  flanged  lip  screens 
and  oblong  perforated  plate  screens  (flat  or  corrugated) 
are  used.  Knockers  are  sometimes  provided  to  help  keep 
the  perforations  clear ;  a  light  up-and-down  vibration 
of  the  screen  also  assists  in  this. 

A  form  of  gravity  screen  intended  for  fine  screening 
has  a  woven  wire  surface  which  is  kept  in  vibration  by 
hammers.  (See  Screen,  Vibrating  Wire.) 

Screen,  Grizzly.  A  term  applied  to  a  bar  screen,  either 
of  the  fixed  inclined  or  the  shaking  type  (see  Screen, 
Gravity;  Screen,  Shaking),  of  the  rotary  disc  type  (see 
Screen,  Rotating  Disc),  or  of  the  traveling  bar  type 
(see  Screen,  Traveling  Bar). 

Screen,  Lip.     See  Screen,  Perforated  Plate. 

Screen,  Perforated  Plate.  These  are  made  with  round, 
square,  needle  slot  and  oblong  or  oval  perforations  in 
brass,  iron,  steel  or  manganese  steel  plates.  Round  and 
square  holes  are  generally  staggered ;  oblong  holes  may 
be  end  staggered  or  side  staggered  (also  termed  hit-and- 
miss-endways  or  hit-and-miss-sideways)  ;  oblong  and 
needle  slot  perforations  may  be  longitudinal  (or  straight), 
transverse  (or  cross),  or  diagonal.  The  plates  may  be 
curved  to  fit  conical  or  cylindrical  screen  frames,  and 
arranged  in  panels,  or  they  may  be  used  perfectly  flat 
with  either  transverse  or  diagonal  corrugations  called 
riffles.  These  corrugations  serve  to  stir  up  the  material 
passing  over  the  screen  and  prevent  it  from  moving 
en  masse.  The  same  thing  is  accomplished  by  lip  screens 
which  are  perforated  plate  screens  formed  into  transverse 
steps  about  12  inches  long  with  a  drop  of  1  in.  to  2 
in. ;  each  step  has  a  series  of  parallel  longitudinal  slot 


102 


SCR 


DEFINITION    SECTION 


SCR 


perforations  widening  toward  the  lower  end,  and  curved 
down  over  the  step.  In  addition  to  agitating  the  mate 
rial,  these  screens  arc  self-clearing  in  that  the  effect  of 
the  lower  end  of  the  slot  is  eliminated,  and  lumps  which 
pass  only  partly  through  the  slots  slide  out  onto  the 
next  step. 

The  thickness  of  plate  screens  increases  with  the  size 
of  the  perforations,  and  shape  and  spacing  of  the  per 
forations  vary  with  the  sizes  to  be  produced,  the  type 
of  fracture  and  other  properties  of  the  material. 

Screen,  Primary.  The  first  or  initial  screen,  in  plants 
where  the  same  material  is  subject  to  successive  screen 
ings  for  the  purpose  of  more  thorough  elimination  of 
foreign  matter,  or  more  thorough  mixing  of  added  in 
gredients. 

Screen,  Rejection.  A  screen  which  separates  out  for 
rejection  from  the  succeeding  pmccsses  all  material  ahove 
a  certain  size  as  determined  by  the  size  of  the  openings. 
This  material  is  either  discarded,  or  is  subject  to  a 
special  crushing  preliminary  to  use. 

Screen,  Revolving.  A  screening  device  in  which  the 
woven  wire  fabric,  perforated  sheet  metal  or  other  screen 
material  is  arranged  around  the  exterior  of  a  cylindrical, 
conical,  hexagonal  prismatic  or  hexagonal  pyramidal 
frame,  supported  so  that  it  can  rotate  with  its  axis  hori 
zontal  or  slightly  inclined.  The  material  to  he  screened 
is  delivered  to  the  interior  at  one  end  and,  as  it  works 
toward  the  other,  is  separated  into  two  or  more  portions 
graded  according  to  size. 

These  screens  are  made  up  in  several  ways.  For  the 
heaviest  service  perforated  plates,  sometimes  of  manganese 
steel,  bent  to  the  proper  cylindrical  or  conical  form,  are 
bolted  to  a  frame  which  has  at  its  ends  heavy  tread 
rings  or  tires  running  on  small  chilled  wheels  supported 
in  bearings  and  called  trunnion  wheels ;  additional  inter 
mediate  tires  arc  used  if  the  length  warrants  it.  This  is 
termed  the  trunnion,  tire,  treadway  or  friction  ring  type. 
The  screen  is  rotated  by  power  applied  to  the  wheels  or 
rolls  on  which  it  is  supported,  turning  the  latter  by  fric 
tion  or  by  a  pinion  meshing  with  a  large  ring  gear  cut 
on  one  of  the  tires.  It  may  also  be  rotated  by  a  bevel 
gear  or  a  large  ring  sprocket  on  one  of  the  tires,  or  on 
the  end  ring  at  the  receiving  or  discharge  end.  If  the 
discharge  end  frame  is  solid,  the  screen  surface  must 
stop  short  of  the  end  frame,  leaving  a  gap  through  which 
the  oversize  material  may  discharge.  The  other  types 
have  a  clear  discharge  opening,  and  all  have  clear  receiv 
ing  ends.  If  the  screen  is  conical,  the  shaft  is  horizontal; 
if  cylindrical,  the  shaft  is  inclined  and  a  thrust  bearing 
must  be  provided.  This  may  be  arranged  in  the  bevel 
gear  drive  type  by  a  steel  button  thrust  in  the  end  of 
the  shaft  in  the  main  bearing  at  the  discharge  end ;  in 
the  open  end  type  rollers  must  be  provided  bearing  against 
a  surface  on  the  end  face  of  the  end  ring,  and  these 
rollers  are  conveniently  two  in  number  and  placed  on  a 
transverse  shaft  across  the  center  of  the  end,  the  dis 
charge  passing  beneath  it. 

For  lighter  service  the  spider  or  shaft  construction  is 
used,  consisting  of  perforated  plates  or  woven  wire  mate 
rial  attached  to  a  frame  made  up  of  longitudinals  fastened 
to  a  series  of  frames  or  spiders  mounted  on  a  through 
shaft  carried  in  bearings  at  each  end.  Main  reliance  is 
placed  on  the  shaft  to  stiffen  the  screen,  and  it  is  some 
times  trussed  for  added  stiffness.  One  or  more  inter 
mediate  spiders  sometimes  have  a  flange  projecting  out 
ward  between  the  two  adjacent  screen  sections  attached 
to  it,  resting  on  rollers,  to  assist  in  carrying  the  weight ; 
this  makes  a  combination  type.  The  screen  is  rotated  by 


power  applied  to  the  shaft  by  a  pulley,  gear  or  sprocket 
drive. 

Hexagonal  screens  are  usually  made  up  in  the  spider 
form  and  the  perforated  metal  or  woven  wire  screen  is 
side  to  side  of  the  material  passing  through  them  as  dis- 
sicle  to  side  of  the  material  passing  through  it,  as  dis 
tinguished  from  the  rolling  in  the  cylindrical  or  conical 
screens.  The  throwing  action  can  be  obtained  in  the 
latter,  however,  by  fitting  a  number  of  longitudinal  in 
wardly  projecting  baffles. 

Conical  screens  are  sometimes  supported  on  an  over 
hung  shaft  attached  to  a  heavy  spider  secured  in  the 
small  end  of  the  cone.  The  material  is  fed  into  the  large 
end  of  the  cone  by  a  chute  extending  the  full  length 
to  the  small  end,  and  the  revolving  screen  returns  the 
over-size  to  the  large  end  where  it  is  discharged.  Cylin 
drical  screens  are  also  sometimes  overhung ;  in  this  case 
the  material  which  will  not  pass  through  must  be  re 
moved  by  hand  or  some  special  mechanical  means.  A 
cylindrical  or  conical  screen  may  have  one  size  of  mesh 
or  perforations  throughout  its  length;  all  oversize  mate 
rial  is  discharged  at  the  end,  and  all  material  smaller 
than  the  size  of  the  openings  passes  through  them.  A 
concentric  cylindrical  dust  jacket  is  sometimes  added 
externally  for  part  of  the  length  from  the  receiving  end ; 
it  is  of  fine  mesh,  and  allows  the  dust  to  pass  through, 
but  retains  the  desired  material  and  delivers  it  at  the 
end  of  the  jacket.  This  principle  may  be  extended  by 
the  use  of  multiple  jackets  placed  concentric  with  the 
inner  one,  successively  shorter  at  the  discharge  ends  and 
of  finer  mesh  or  perforations,  counting  from  the  inner 
screen  outward.  The  innermost  jacket  separates  all  over 
size  and  delivers  it  at  its  discharge  end ;  the  next  jacket 
retains  all  above  the  size  of  its  mesh  and  delivers  it  to  its 
discharge,  distinct  from  the  discharge  of  the  jacket,  and 
each  succeeding  jacket  acts  in  the  same  manner.  Hexag 
onal  screens  are  similarly  jacketed. 

Another  method  of  securing  separation  into  several 
sizes  is  to  have  a  single  covering  of  several  sections  or 
compartments  on  the  same  cylindrical  or  conical  frame, 
with  the  mesh  or  perforations  increasing  in  size  from 
section  to  section  as  the  material  progresses  through  the 
screen. 

Revolving  screens  may  be  entirely  open,  or  completely 
enclosed  in  housings  to  retain  the  dust ;  this  settles  to 
the  bottom  and  is  removed  at  intervals  by  hand,  or 
continuously  by  a  small  conveyor. 

A  dead  plate  or  unperforated  section  is  sometimes  left 
close  to  the  receiving  end,  to  insure  the  breaking  up  of 
the  material  received  upon  it,  or  to  allow  a  better  wash 
ing  by  water  supplied  at  this  point. 

A  renewable  "wearing  skirt"  is  also  sometimes  applied 
just  within  the  receiving  end,  to  receive  the  impact  of 
the  material  from  the  feeding  chute. 

Revolving  screens  are  sometimes  made  up  with  screen 
ing  surfaces  composed  of  longitudinal  bars  held  parallel 
by  the  spiders  or  trunnion  rings,  like  an  elongated  squirrel 
cage.  These  will  stand  very  severe  wear.  An  inner 
screen  of  this  sort  is  sometimes  inserted  within  a  per 
forated  metal  revolving  screen  to  take  out  the  oversize 
and  save  the  perforated  surface  from  the  excessive  wear 
due  to  the  presence  of  large  and  heavy  pieces. 
Screen,  Rotating  Disc.  A  screening  device  consisting 
of  a  series  of  notched  cast  iron  discs  loosely  mounted 
on  a  number  of  parallel  square  shafts,  all  driven  at  the 
same  speed  and  in  the  same  direction  by  outside  gearing. 

The  top  edges  of  the  discs  are  all  in  the  same  plane, 
which  is  inclined  downward  in  the  direction  of  travel  about 


103 


SCR 


MATERIAL    HANDLING    CYCLOPEDIA 


SCR 


7  dcg.  The  coal  or  other  material  is  fed  in  at  the  upper 
end,  resting  on  the  edges  of  the  discs,  and  is  passed  along 
by  their  rotation,  the  line  material  dropping  between 
them.  Also  called  a  rotary  grizzly.  Another  type  con- 
M-ts  of  a  single  shaft  with  a  series  of  equal  sized  discs 
spaced  apart  by  separators.  Material  like  coal  is  fed 
onto  the  advancing  side  near  the  top,  the  fines  dropping 
through  and  the  lumps  carrying  over  into  the  discharge. 
This  is  a  convenient  method  of  reducing  the  load  on  a 
crusher  by  separating  the  fines  from  the  lumps  before 
delivering  the  latter  into  the  crusher.  Also  called  a 
rotary  grizzly  feeder. 

Screen,  Shaking  or  Shaker.  A  screening  surface  held  in 
a  frame  in  a  slightly  inclined  position  and  reciprocated 
or  shaken  horizontally  by  some  means,  to  agitate  the 
material  passing  over  it  and  to  assist  in  its  movement. 
The  screen  is  supported  at  its  four  corners  and  at 
intermediate  points,  if  its  length  requires,  by  rod  and 
pin  suspension  from  above  or  by  rollers  from  a  track 
below.  Another  type  is  the  flexible  or  spring  board  sup 
port,  consisting  of  a  number  of  thin  hickory  or  ash 
boards  fastened  securely  to  the  screen  and  to  the 
supporting  building  structure  from  either  above  or 
below. 

The  oscillation  is  usually  caused  by  a  rotating  shaft 
having  eccentrics  connected  to  the  screen  frame  by 
wooden  eccentric  rods.  Somewhat  better  action  can  be 
secured  by  cam  operation,  giving  a  slow  advancing  mo 
tion  and  a  quick  return,  and  with  this  arrangement  the 
screen  need  not  be  inclined.  The  same  effect  is  secured 
by  a  quick  vertical  drop  at  the  end  of  the  forward  mo 
tion.  In  another  arrangement  the  ends  of  the  screen 
are  supported  by  eccentric  straps  carried  by  eccentrics 
on  parallel  shafts  rotating  in  synchronism;  the  screen 
thus  has  a  small  motion  of  circular  translation  which 
assists  in  moving  the  material. 

A  series  of  shaking  screens  arranged  end-to-end  may 
be  used  to  produce  several  sizes,  but  to  economize  hori 
zontal  space  they  arc  often  arranged  above  one  another 
in  several  decks,  each  discharging  its  own  oversize  at 
the  lower  end.  The  separate  decks  are  sometimes  called 
leaves. 

Shaking  screens  produce  considerable  vibration  in  the 
building,  and  this  may  be  minimized  by  arranging  the 
screens  in  pairs  driven  by  the  same  shaft,  with  eccentrics 
180  deg.  apart  so  that  the  two  screens  of  the  pair  are 
always  traveling  in  opposite  directions,  or  "throw" 
against  each  other.  Single  screens  may  be  balanced  by 
reciprocating  counterweights.  The  reciprocations  vary 
from  100  min.  to  ISO  per  min.  and  the  throw  is  greater 
for  larger  sizes  of  material  than  for  small. 

Shaking  screens  may  be  made  self-feeding  by  provid 
ing  a  blank  sheet  at  the  top,  set  at  a  small  angle  like 
7  deg.,  on  which  the  material  is  dumped  and  on 
which  it  spreads  and  feeds  to  the  screen  with  moderate 
ularity.  Veil  sheets  are  also  often  fitted  to  screens 
ver  which  it  occasionally  may  be  necessary  to  carry  the 
material  without  screening ;  these  consist  of  unperforated 
plates  which  can  be  laid  on  the  screen  surface. 

\  two-deck  shaking  screen,  may  have  the  decks  car- 
1  at  the  top  and  bottom  ends  of  four  rockers  which 
are  themselves  oscillated  by  opposed  eccentrics;  much 
of  the  vibration  may  be  removed  by  thus  producing 
opposite  throws  of  the  two  screens.  Also  called  a  du 
plex  rocker  shaking  screen. 

The  screening  surface  of  shaking  screens  may  be  of 
the  bar  or  grizzly  type,  woven  wire  cloth,  or  perforated 


metal ;  a  special  form  of  the  latter  known  as  a  lip  screen 
is  widely  used. 

Screen,  Sizing.  A  screen  which  separates  a  material 
into  a  number  of  different  grades  according  to  the  size 
of  the  particles,  usually  designated  by  stating  the  open 
ings  through  which  each  size  will  and  will  not  go. 
Screen,  Suspended.  A  horizontal  rotary  cylindrical 
screen  which  is  suspended  at  two  or  more  points  by 
belts  passing  around  it  and  also  around  pulleys  on  a 
shaft  above,  which  is  also  the  driving  shaft.  Longitudi 
nal  baffles  are  attached  to  the  outside;  mixed  sand  and 
"tailings"  are  discharged  onto  the  outside  on  top ;  the 
coarse  tailings  are  carried  over  the  side  and  away;  water 
and  fine  tailings,  which  it  is  desired  to  save,  pass  through 
the  screen  surface  and  are  caught  by  an  internal  sloping 
pan. 

Screen,  Traveling  Bar.  A  screen  consisting  of  a  series 
of  parallel  steel  bars  attached  at  each  end  to  chains  and 
made  up  into  an  endless  belt  passing  over  a  pair  of 
sprockets  at  each  end,  with  the  runs  horizontal.  Material 
is  received  on  the  upper  run;  the  fines  drop  between  the 
bars  and  are  deflected  to  one  side,  while  the  lumps  are 
retained  and  pass  over  the  head  sprockets.  The  device 
serves  as  a  feeder  to  a  crusher,  also  relieving  it  from 
unnecessary  work  by  removing  the  fine  material.  A 
second  belt  of  more  closely  spaced  bars  may  travel  within 
the  first,  on  smaller  sprockets  on  the  same  shafts,  allow 
ing  separation  into  three  grades  according  to  size. 

Also  called  traveling  grizzly  bar  feeder. 
Screen  Veil.     A   steel   plate  which   can   be   laid    over  a 
screening    surface    when    it    is    desired   to    pass    material 
to   a   point   beyond    the    screen    without   performing   any 
separation  by  it. 

Screen,  Vibrating  Wire.  A  form  of  gravity  screen  in 
which  the  woven  wire  screen  surface  is  stretched  taut 
and  kept  in  vibration  by  a  series  of  small  hammer  blows 
produced  by  cams.  Material  is  fed  continuously  at  the 
upper  side  of  such  a  sloping  screen  and  is  screened  as  it 
passes  down  over  the  surface,  the  vibration  preventing 
clogging  and  assisting  in  the  movement.  Its  special  field 
is  for  fine  screening,  and  it  is  sometimes  called  a  sep 
arator. 

Screen,  Washing.  A  screen  in  which  water  is  supplied 
to  wash  the  material  (such  as  sand  or  gravel)  while  it 
is  being  screened,  to  remove  loam,  slime  or  other  undesir 
able  constituents.  Where  division  into  a  number  of  sizes 
is  performed,  the  same  water  usually  washes  the  material 
in  each  screen  in  succession,  starting  from  the  coarsest 
and  ending  with  the  finest;  it  then  passes  into  a  settling 
tank  in  which  one  or  more  of  the  various  sizes  of  sand 
may  be  separated. 

Revolving  and  flat  screens  are  both  used  for  washing 
purposes,  but  special  arrangements  must  be  made  to 
secure  all  possible  washing  effect  from  the  water  before 
it  passes  away  through  the  screen. 

Screenings.  The  term  applied  to  material  separated  out 
by  screening  operations,  usually  the  fines  or  undersize 
material,  and  considered  as  the  refuse  or  by-product  of 
that  particular  operation.  Thus  at  coal  pockets,  the  fine 
material  which  drops  through  the  screens  in  the  bottom 
of  the  loading  chutes  is  termed  screenings. 
Screening  Plant,  Portable.  A  screening  outfit  which  is 
mounted  on  wheels  or  otherwise  arranged  so  that  it  may 
be  easily  moved  from  place  to  place.  It  usually  con 
sists  of  a  combination  of  an  elevated  revolving  screen 
with  suitable  bucket  elevator  for  raising  the  material 
from  a  pit  in  the  ground  and  dumping  it  into  the  screen, 
a  series  of  bins  for  receiving  the  sized  material,  and  a 


104 


SCR 


DEFINITION    SECTION 


SHE 


source  of  power  such  as  a  steam  or  internal  combustion 
engine,  all  mounted  on  a  substantial  body  resting  on 
wheels. 

Screw,  Cap.  A  bar  or  bolt  having  a  solid  head  at  one 
end  and  a  thread  in  the  other,  the  head  being  smaller 
than  a  standard  bolt  head,  and  slightly  rounded  on  top. 

Sealing  Machine.  A  device  for  scaling  corrugated  or 
solid  fibre  shipping  containers.  The  machine  is  com 
monly  used  in  a  line  of  gravity  conveyor  extending  from 
the  packing  to  the  shipping  department.  The  action  of 
the  machine  in  applying  the  adhesive  and  flaps  is  prac 
tically  automatic.  The  sealing  is  done  by  flexible  rolls 
\\hich  apply  uniform  pressure  regardless  of  surface  ir 
regularities.  A  wide  range  of  package  sizes  may  be 
handled  by  one  machine. 
Page  764. 

Separator,  Magnetic.  An  electro-magnetic  device  for 
separating  iron  or  steel  pieces  from  a  stream  of  bulk 
material  so  as  to  prevent  damage  to  crushers  or  rolls 
to  which  it  may  be  passing.  In  one  type  the  magnetic 
material  is  deflected  from  a  falling  stream  so  that  it 
passes  inside  of  a  partition,  the  remainder  falling  straight 
down  and  staying  on  the  outer  side.  Another  type  con 
sists  of  a  magnetic  head  pulley  for  a  belt  conveyor,  in 
which  the  iron  and  steel  is  held  against  the  belt  while  it 
passes  around  the  pulley  and  after  it  has  delivered  the 
other  material.  The  separation  of  the  belt  from  the 
surface  of  the  pulley  as  it  starts  on  its  return  removes 
the  iron  so  far  from  the  influence  of  the  magnet  that 
it  falls  free.  In  a  third  type  the  magnetic  material  is 
pulled  to  one  side  or  to  the  bottom  of  the  channel  in 
which  it  is  flowing,  where  it  is  retained  and  accumulates 
until  it  is  removed  from  time  to  time  by  hand.  (See 
Spout,  Magnetic.) 

Direct  current  must  always  be  used  for  these  magnetic 
devices,  and  arrangements  should  be  included  by  which 
a  warning  is  given  when  the  current  is  cut  off  from 
the  magnet. 

Separator,  Steam.  A  device  for  removing  the  moisture 
from  steam,  usually  before  it  goes  into  an  engine.  It 
consists  of  a  chamber  in  which  the  steam  is  given  one  or 
more  sharp  turns,  throwing  the  moisture  out  by  centrif 
ugal  force;  the  water  runs  to  the  bottom  and  is  blown 
out  from  time  to  time  or  is  removed  by  a  trap. 

Separator,  Water.  A  chamber  or  pocket  in  a  com 
pressed  air  line,  arranged  to  remove  water  from  the  air 
passing  through  it.  The  principle  of  centrifugal  force  is 
usually  utilized.  (See  also  Air  Receiver.) 

Set-screw.  A  machine  screw  which  prevents  relative 
motion  of  two  parts  in  contact  by  being  screwed  through 
one,  and  having  its  point  forced  or  "set"  into  the  other. 
It  is  used  generally  to  secure  hubs  of  small  pulleys,  etc., 
to  their  shafts.  The  heads  are  generally  square,  but  may 
be  slotted. 

Shackle.  A  stirrup  or  piece  bent  into  U-shape,  with 
eyes  in  the  two  ends,  used  to  attach  a  link  or  eye  through 
which  it  passes,  to  another  similar  part  by  means  of  a 
bolt  or  pin  passing  through  the  two  eyes. 

Shackle,  Guy.  A  shackle  used  for  attaching  a  guy  line 
to  a  derrick.  A  thimble  or  a  sheave  may  be  placed  on 
the  pin  or  bolt  to  bend  the  wire  rope  around  preparatory 
to  clamping  it  to  the  standing  part  of  the  guy. 

Shackle,  Screw.  A  shackle  in  which  the  pin  is  screwed 
into  one  side,  to  prevent  it  from  falling  out. 

Shaft.  A  long  cylindrical  machine  member  rotating  in 
Tsearings,  and  subject  mainly  to  torsion.  It  may  have 
cranks,  gears,  cams,  pulleys  or  sheaves  fastened  to  it, 


and  transmits  power  between  them  by  torsional  stress  in 
the  shaft.  When  the  torsion  is  only  incidental,  and  bend 
ing  is  the  principal  stress,  the  member  is  calied  an  axle, 
which  see. 

In  mining,  a  vertical  or  inclined  excavation  made  in 
opening  the  ground  for  mining  purposes.  All  of  the 
material  excavated  is  hoisted  through  the  shaft,  and  all 
tools  and  equipment  required  for  the  work  are  lowered 
through  it.  It  also  contains  the  pipes  connected  with  the 
pumping  system,  and  the  lines  of  power  transmission. 

Shaft,  Cross.  In  bridge  cranes,  the  bridge  driving  or 
squaring  shaft. 

Shaft,  Foot.  The  term  applied  to  the  shaft  carrying  the 
lower  of  the  two  principal  wheels,  or  sheaves,  round 
which  passes  the  endless  chains  or  ropes  of  various  types 
of  inclined  belt  or  apron  conveyors,  continuous  bucket 
elevators,  etc.  Also  called  the  tail  shaft. 

Shaft,  Head.  In  elevators,  elevator  conveyors,  mine 
hoists,  etc.,  the  shaft  carrying  the  sheaves,  sprockets  or 
drums  around  or  onto  which  pass  the  ropes  or  chains 
carrying  the  load.  Where  the  rope  or  chain  is  endless, 
as  in  bucket  elevators,  the  lower  shaft  is  called  the 
foot  shaft  in  distinction. 

Shaft,  Squaring.  The  shafting  connecting  the  wheels 
on  the  two  tracks  of  a  travelling  crane,  used  to  drive  the 
crane,  and  to  force  the  two  ends  to  travel  at  the  same 
speed  and  keep  the  bridge  "square"  with  the  runway.  At 
one  time  cranes  were  pulled  along  by  a  rope,  and  this 
shaft  had  no  function  except  that  of  squaring.  At  present 
it  is  utilized  as  the  drive  shaft,  and  is  geared  directly  to 
the  bridge  travel  motor. 

In  gantry  cranes  the  squaring  shaft  is  carried  across 
the  bridge,  and  extensions  down  the  end  frames  connect 
to  the  wheels  by  bevel  gearing. 

Occasionally  the  crane  gets  out  of  square  in  spite  of 
these  arrangements ;  it  can  be  squared  by  running  it 
against  the  stops  at  one  end  of  the  runway,  and  exerting 
sufficient  pressure  to  slip  the  wheels  on  one  side  a  slight 
amount. 

Shafting,  Flexible.  A  shaft  which  is  constructed  in 
such  a  manner  that  it  can  be  bent  to  a  considerable  ex 
tent  and  still  transmit  power  smoothly. 

All  types  consist  of  a  flexible  central  core  which  rotates 
and  transmits  the  power,  and  an  outer  cover  or  casing 
which  serves  as  a  long  bearing  for  the  core,  and  which 
enables  it  to  be  held  in  the  hand  or  moved  about  without 
causing  damage.  In  one  type  the  core  is  composed  of 
from  two  to  five  layers  of  closely  coiled  steel  wire,  the 
direction  of  winding  of  successive  coils  being  opposite. 
The  outer  casing  is  a  tube  made  of  flat  or  square  steel 
coils  closely  wound,  and  covered  with  an  outer  layer  of 
leather.  Another  type  has  a  central  core  made  of  a  chair* 
of  short  links  which  are  hooked  into  each  other  in  suchi 
a  way  as  to  be  sufficiently  flexible. 

A  certain  degree  of  flexibility  can  be  given  to  lines  of 
shafting  by  the  insertion  of  universal  joints  at  intervals. 

Shears,  or  Shear  Legs.  A  type  of  crane  much  used  in 
ship-yards  for  fitting  out,  in  which  a  long  boom  made  of 
two  converging  members  is  pivoted  at  the  bottom  on  a 
foundation,  and  carries  the  hoisting  tackle  at  the  top.  It 
has  a  small  horizontal  range  by  means  of  the  in-and-out 
swing  of  the  long-legged  boom,  and  the  vertical  range  is 
limited  only  by  the  height  of  the  shear  legs.  It  is  never 
allowed  to  swing  very  far  forward,  and  never  backward. 
It  is  ordinarily  swung  out  by  slacking  on  guys  attached  to 
the  top  and  extending  to  anchorages  a  considerable  dis 
tance  to  the  rear.  Occasionally  a  third  or  back  leg  is 


105 


SHE 


MATERIAL    HANDLING    CYCLOPEDIA 


SHO 


provided,  pivoted  to  the  main  legs  part  way  up  or  at  the 
top,  and  extending  downward  to  the  rear;  the  lower  end 
is  mounted  on  wheels  and  is  rolled  along  the  ground  under 
the  control  of  tackle  or  a  screw,  thus  swinging  the  top 
outward,  or  luffing  it. 
Page  801,  802. 

Sheave.  A  wheel  or  disc  of  wood  or  metal,  having  one 
or  more  circumferential  grooves  shaped  to  receive  a  rope 
or  chain,  and  free  to  rotate  on  a  shaft.  Wood  sheaves, 
as  used  in  small  blocks,  are  generally  made  of  lignum 
vita;  with  bronze  bushings.  Metal  sheaves  are  plain  discs; 
hub,  web  and  rim  construction ;  or  hub,  spokes  and  rim ; 
in  accordance  with  the  size. 

A  sheave  is  usually  free  on  its  shaft,  and  without  gear 
ing,  serving  merely  to  change  the  direction  of  the  rope 
passing  around  it.  The  term  is,  however,  sometimes  incor 
rectly  applied  to  narrow  drums  used  for  winding  purposes 
and  to  the  driving  or  driven  pulleys  of  a  rope  drive. 
(See  also  Sheave,  Chain;  Sheave,  Gravity  Plane.) 

Sheave,  Bicycle  Spoke.  A  grooved  sheave  for  wire  or 
manila  rope  which  is  made  up  of  a  hub,  grooved  rim,  and 
radiating  wire  spokes  connecting  them,  like  the  wheel  of 
a  bicycle. 

Sheave,  Chain.     See  Wheel,  Chain. 

Sheave,  Elevator.  A  special  concave  surfaced  drum  of 
large  diameter  fastened  on  the  end  of  the  drum  shaft  of 
a  winch,  and  used  for  operating  material  handling  ele 
vators,  as  in  building  construction.  A  rope  has  its  two 
ends  connected  to  two  elevators,  or  to  one  elevator  and 
a  counterweight,  and  is  passed  around  the  drum  for  one 
or  two  turns.  The  drum  may  be  disconnected  from  the 
winch  shaft  by  a  jaw  or  friction  clutch,  and  a  foot-oper 
ated  band  brake  enables  it  to  be  retarded  or  held  at  any 
point  desired. 

Sheave,  Fixed.  A  sheave  whose  axis  is  fixed  in  loca 
tion;  also  a  guide  sheave. 

Sheave,  Gravity  Plane.  A  brake-controlled  sheave  lo 
cated  at  the  top  of  an  incline,  by  means  of  which  control 
is  maintained  over  a  downward  moving  loaded  car  which 
is  only  partially  counter-balanced  by  the  upward  moving 
empty  car  connected  to  it  by  a  rope  passing  over  the 
sheave.  A  single  turn  of  the  rope  around  a  sheave  would 
not  give  sufficient  traction  to  prevent  slipping,  so  two 
multi-grooved  sheaves  mounted  on  parallel  axes  and  pro 
vided  with  brake  bands  are  anchored  to  a  foundation, 
and  the  rope  is  passed  around  them  in  succession  in 
figure  eight  turns.  The  rope  ends  are  fastened  to  the 
cars. 

A  motor  drive  is  sometimes  added  to  the  sheave,  to 
assist  in  starting,  and  to  raise  a  loaded  car  in  case  it 
should  be  necessary. 

Sheave,  Grooved.     See  Sheave,  Rope. 

Sheave,  Guide.  A  sheave  located  in  such  a  way  that  it 
guides  a  rope  in  a  desired  direction,  generally  onto  a 
drum,  or  into  the  plane  of  another  sheave. 

Sheave,  Load.  In  a  chain  hoist,  the  sheave  from  which 
the  chain  or  rope  carrying  the  load  is  pendent. 

Sheave,  Pendent.  In  rope  tackle,  the  lower  or  fall 
block. 

Sheave,  Rope.  A  sheave  having  a  circumferential 
groove  shaped  to  fit  rope.  If  for  wire  rope  for  power 
transmission,  the  groove  is  shaped  so  that  the  rope  does 
not  touch  the  sides ;  if  for  hoisting,  the  groove  should  fit 
the  rope  closely  to  enable  it  to  hold  its  shape  under  heavy 
load.  Idler  sheaves  for  manila  rope  usually  have  groove's 
which  approximately  fit  the  rope,  but  do  not  wedge  it. 
Wide  faced  freely  turning  sheaves  with  numerous 


grooves  are  usually  called  idler  pulleys ;  when  keyed  to 
their  shafts  and  used  for  actual  power  transmission  they 
are  called  rope  drive  pulleys. 

Sheave,  Water.  A  sheave  which  is  designed  for  use  in 
a  fall  or  bottom  block  which  passes  under  water,  as  in  the 
hoisting  of  dredge  dippers,  grab  buckets,  etc.  Grease 
lubrication  is  usually  arranged  to  prevent  grit  entering 
the  bearing,  and  the  sheave  is  thoroughly  housed  to  pre 
vent  fouling  from  roots  or  other  objects. 

Shell.  The  name  given  to  the  frame  or  central  portion 
of  one  type  of  clamshell  grab  bucket,  which  includes  the 
top  head,  attachments  for  corners  of  the  spades,  and 
guides  for  an  internal  vertically  sliding  crosshead  which, 
with  the  sheaves  in  the  head,  forms  the  operating  mech 
anism  of  the  bucket.  The  shell  is  usually  made  of  steel 
plate;  the  rope  attached  to  it  is  called  the  shell  rope, 
instead  of  the  holding  or  lowering  rope  as  is  more 
general. 

Ship,  Self-unloading.  See  Unloader,  Self-unloading 
Ship. 

Shovel,  Crowding  Motion.  The  thrusting  motion  of  the 
dipper  handle  of  a  power  shovel,  by  which  it  is  forced 
downward  or  forward  into  the  digging.  Two  types  are 
in  use :  the  shipper  shaft  crowd,  in  which  the  dipper 
handle  is  moved  lengthwise  (see  Shovel,  Steam,  Crowd 
ing  Engine)  ;  and  the  horizontal  crowd,  in  which  the  upper 
end  of  the  shovel  handle  is  moved  horizontally  forward. 
The  dipper  hoisting  motion  is  operated  simultaneously 
with  either  of  these. 

Also  called  thrust  or  thrusting  motion. 

Shovel,  Gasoline.  A  power  shovel  which  is  driven  by  a 
gasoline  engine.  Instead  of  having  a  number  of  sepa 
rate  engines,  as  is  usual  with  steam  shovels,  there  is  usu 
ally  one  governor  controlled  internal  combustion  engine 
running  at  approximately  uniform  speed,  having  numer 
ous  friction  clutches  by  which  the  various  parts  of  the 
machine  can  be  brought  into  operation  as  desired.  Gaso 
line  is  often  cheaper  and  is  always  more  easily  trans 
ported  than  coal,  and  a  gasoline  shovel  is  independent  of 
water  supply,  except  for  the  small  amount  required  for 
cooling  purposes,  and  this  need  not  be  of  a  quality  which 
would  be  suitable  for  boiler  feed.  Gradual  starting  and 
smoothness  of  operation  are.  however,  more  difficult  of 
attainment,  and  repairs  are  apt  to  be  higher. 

Shovel,  Horizontal  Crowding.  A  power  shovel  in  which 
the  upper  end  of  the  dipper  handle  may  be  moved  for 
ward  horizontally  at  the  same  time  the  dipper  is  pulled 
forward  by  the  hoisting  rope.  It  is  useful  for  producing 
smooth,  level  cuts,  and  for  tearing  up  surfaces  of  roads 
without  disturbing  the  foundation  structure. 

Some  machines  give  a  very  long  horizontal  "crowd'"  by 
having  a  special  arrangement  with  a  scoop  traveling 
along  the  lower  side  of  the  boom,  which  is.  lowered  to  a 
horizontal  position  during  filling,  and  raised  and  swung 
for  dumping. 

Shovel,  Power.  A  power  driven  excavator,  in  which  the 
digging  element  is  usually  a  scoop  or  dipper  mounted  on 
a  handle  and  operated  by  a  combination  of  a  geared  at 
tachment  to  a  boom,  with  wire  ropes  or  chains  attached 
to  the  dipper  and  also  operated  from  the.  boom.  This 
apparatus,  with  its  operating  machinery,  boiler,  etc.,  is 
mounted  on  a  car  with  flat  or  flanged  wheels,  or  on  a 
track-laying  truck,  and  is  usually  self-propelled.  Steam 
power  is  in  most  general  use.  but  internal  combustion 
engines  are  also  used,  and  occasionally  electricity.  (See 
Shovel,  Steam;  Shovel,  Gasoline.) 

Several  forms  of  digging  element  other  than  the  dipper 
and  handle  are  in  use.  In  some  of  these  a  shovel-shaped 


106 


SHO 


DEFINITION    SECTION 


SHO 


scoop  is  thrust  forward  into  the  material  and  is  raised, 
swung  and  dumped  in  much  the  same  manner  as  a  hand 
shovel.  This  motion  is  obtained  by  operating  the  scoop 
by  a  series  of  linkages  and  bell  cranks  mounted  on  a 
revolving  turntable,  or  by  having  the  scoop  move  along 
the  lower  side  of  a  nearly  horizontal  boom,  rilling  as  it 
moves  outward,  after  which  the  boom  is  raised  and 
swung  to  the  dumping  point.  (Sec  Loading  Machine, 
Coal.) 
Page  235. 

Shovel,  Power.  A  power-operated  machine  used  for 
"cleaning  up"  the  ore,  coal  and  similar  bulk  material  left 
in  the  hold  of  a  vessel  (or  a  storage  space)  after  the 
unloading  machines  have  taken  all  that  they  can  reach. 
It  consists  of  a  gasoline  engine  driven  truck  on  the  front 
of  which  is  mounted  a  shovel  scoop  arranged  so  that  it 
can  be  elevated  and  dumped  in  front  of  the  machine. 
In  operation  it  is  forced  under  the  ore  until  it  is  filled, 
and  is  then  raised;  tile  machine  is  backed  and  run  to  a 
point  under  the  hatch  that  can  be  easily  reached  by  the 
unloader  grab  bucket ;  there  the  operator  dumps  the  load 
by  pulling  a  latch.  The  machine  is  lowered  to  the  hold 
and  raised  afterward  by  suitable  hoisting  lines  from  the 
regular  unloading  mechanism. 

Shovel,  Power.  A  device  for  assisting  in  the  hand  un 
loading  of  bulk  material  from  box  cars,  consisting  of  a 
large  scoop,  with  handles  at  the  back  for  guiding,  con 
nected  by  a  rope  led  over  suitably  arranged  pulleys  to 
an  automatic  winch.  The  operator  carries  the  scoop  to 
either  end  of  the  car,  the  rope  unwinding  freely  from 
the  drum.  Upon  plunging  the  scoop  into  the  material, 
the  rope  is  momentarily  slackened  and  a  counterweight 
on  the  drum  mechanism  automatically  reverses  the  drum 
and  throws  in  a  jaw  clutch.  This  winds  up  the  rope  and 
draws  the  scoop  with  its  load  to  the  car  door,  at  which 
point  a  trip  on  the  mechanism  disengages  the  clutch,  and 
the  operation  may  be  repeated. 

Shovel,  Railroad.  A  steam  shovel  of  the  straight  line 
type  consisting  of.  a  railway  car  mounted  on  two  swivel 
trucks  and  carrying  at  one  end  a  dipper  mounted  on  a 
boom  which  can  swing  through  approximately  a  half 
circle.  The  boom  heef  is  pivoted  in  a  swing  circle,  and 
a  topping  lift  from  the  boom  point  is  attached  to  the  top 
of  an  A-frame.  (See  Shovel,  Steam.)  The  A-frame  may 
be  swung  back  and  forth  in  some  cases,  thus  raising  or 
lowering  the  boom ;  this  is  usually  necessary  in  shovels 
which  must  travel  along  a  railroad  right-of-way  without 
partial  dismantling. 

The  remainder  of  the  car  is  devoted  to  the  operating 
machinery,  boilers,  fuel,  etc.  Powerful  outriggers,  (also 
called  spreaders  or  jack  arms)  on  each  side  of  the  car 
at  the  dipper  end  rest  on  screw  jacks  supported  by  block 
ing  and  keep  the  shovel  from  tipping  when  the  dipper  is 
cutting  directly  at  the  side. 

These  shovels  are  the  most  powerful  made,  and  when 
the    dippers    are    provided    with    proper    teeth    will    cut 
through  almost  any  material  except  solid  rock. 
Page  235. 

Shovel,  Revolving.  A  power  shovel  which  is  mounted 
on  a  turn-table  and  is  capable  of  being  swung  in  a 
complete  circle.  All  the  operating  machinery,  whether 
steam  or  internal  combustion  engine,  is  mounted  on  the 
revolving  deck,  and  placed  so  as  to  counterbalance  the 
weight  of  the  boom  and  the  shovel  thrust.  The  turn 
table  is  mounted  on  a  base  which  may  be  supported  on 
track  wheels,  traction  wheels,  or  track-laying  trucks.  One 
type,  used  in  railroad  work,  is  mounted  on  flanged  wheels. 


stands  on  rails  laid  on  a  flat  car  and  is  capable  of  self- 
propulsion  along  the  car.  A  variable  topping  lift  is  often 
used,  necessitating  an  additional  winding  drum.  (See 
Shovel,  Power;  Shovel,  Steam.) 

Page  237. 

Shovel,  Ship.  A  term  applied  to  a  type  of  power  shovel 
used  in  unloading  grain  from  the  holds  of  vessels,  where 
it  is  used  to  move  the  grain  toward  the  point  where  the 
buckets  on  the  marine  leg  can  reach  it.  It  thus  serves  as 
a  power-operated  hand-controlled  feeder  device  for  the 
marine  leg.  The  operating  rope  is  sometimes  led  down 
the  leg  into  the  hold  and  thus  always  operates  toward  the 
leg. 

Shovel,  Shipper  Shaft  Boom  or  Shipper  Shaft  Crowd. 
A  power  shovel  in  which  the  crowding  motion  is  given 
to  the  dipper  by  a  shipper  shaft  mechanism.  (Sec 
Shovel,  Crowding  Engine.)  The  engine  is  usually 
mounted  on  the  upper  surface  of  the  boom  near  the  center 
of  its  length. 

Shovel,  Steam.  A  power  shovel  operated  by  steam 
engines.  The  type  in  most  common  use  consists  of  a 
digging  element  in  the  form  of  a  scoop  or  dipper  mounted 
on  the  end  of  a  dipper  handle.  This  handle  is  pivoted  to 
swing  in  a  vertical  plane  about  a  horizontal  axis  or  shaft 
called  the  shipper  shaft  near  the  center  of  a  supporting 
boom.  The  handle  can  also  be  run  in  or  out  lengthwise 
by  engine-driven  gearing  mounted  on  the  boom,  and 
meshing  with  a  rack  on  the  dipper  handle;  this  action 
is  termed  crowding.  The  boom  is  double  for  a  portion  of 
its  length  and  the  dipper  handle  swings  between  the  two 
sides. 

Steam  shovels  may  be  divided  into  two  classes — the 
straight  line  shovel,  and  the  revolving  shovel — depending 
on  the  way  the  boom  is  swung  in  a  horizontal  direction. 
In  the  straight  line  type  (also  called  the  standard  and 
railroad  shovel)  the  heel  or  inner  end  of  the  boom  is 
mounted  on  a  swing  circle  allowing  motion  about  a  verti 
cal  axis;  the  point  or  outer  end  is  attached  by  a  topping 
lift  to  a  head  casting  pivoted  at  the  top  of  an  A-frame. 
The  boom  may  then  swing  approximately  180  deg.,  or 
until  the  boom  touches  the  A-frame  legs  on  each  side.  In 
the  revolving  shovel,  the  boom,  A-frame  and  all  operat 
ing  gear  are  mounted  on  a  revolving  platform  which  may 
make  complete  rotation  if  desired. 

The  dipper  has  a  hinged  dipper  door  at  the  bottom  and 
a  bail  at  the  top  to  which  is  attached  chain  or  wire  rope 
tackle  led  around  sheaves  at  the  boom  point  and  thence 
to  the  hoisting  drum  on  the  winch.  The  dipper  door  is 
held  shut  by  a  latch  which  can  be  released  by  a  trip 
rope  pulled  by  the  engineer. 

All  the  machinery,  with  boiler,  is  mounted  on  a  wheeled 
platform  or  car,  which  may  or  may  not  be  self-propelled. 

All  sizes  arc  mounted  on  flanged  wheels  for  railways, 
or  on  track-laying  trucks ;  the  smaller  sizes  are  also 
often  mounted  on  flat  traction  wheels.  One  type  is 
mounted  on  a  railway  flat  car,  but  on  longitudinal  rails  of 
which  it  can  travel  from  one  end  of  the  car  to  the  other. 

In  operation  the  dipper  is  forced  downward  and  out 
ward  against  the  material  by  the  crowding  engine,  and  is 
pulled  outward  and  through  the  material  by  the  hoisting 
rope  attached  to  the  bail.  The  dipper  and  boom  are 
then  swung  to  the  dumping  position  and  the  latch  pulled, 
dumping  the  contents.  Two  operators  are  generally  re 
quired,  one  called  the  cranesman,  to  manipulate  the  dip 
per,  and  the  other  called  the  engineer,  to  run  the  engine 
and  operate  the  winding  drum. 

The  specifications  of  capacity  usually  include  the  fol 
lowing:  maximum  dumping  radius,  clear  dumping  height, 


107 


SHO 


MATERIAL    HANDLING    CYCLOPEDIA 


SKI 


level  iloor  radius,  maximum  height  of  cut,  and  depth  of 
cut  below  floor  (track)   level. 
Page  235. 

Shovel,  Traction.  A  steam  shovel  which  is  mounted  on 
flat  tread  wheels  or  track-laying  trucks  and  can  propel 
itself  over  the  ground.  It  is  made  in  both  the  straight 
line  and  the  revolving  types. 

Shovel  Boom.  The  boom  of  a  power  shovel,  on  which 
the  dipper  is  mounted.  It  is  commonly  used  at  a  fixed 
inclination,  is  mounted  on  a  swing  circle  at  its  heel 
(see  Swing  Circle),  and  has  its  point  or  head  supported 
by  a  boom  suspension  pivoted  to  the  head  of  the  mast  or 
A-frame.  If  the  inclination  is  to  be  varied,  a  horizontal 
pivot  must  be  supplied  at  the  heel,  and  a  variable  top 
ping  lift;  this  is  sometimes  obtained  by  swinging  the 
A-frame  out  of  the  vertical. 

The  boom  is  usually  made  double  for  part  of  its  length, 
and  the  dipper  handle  swings  between  the  two  portions. 
The  crowding  engine  and  shipper  shaft  mechanism  are 
mounted  on  the  boom  at  about  mid-length. 

Booms  are  made  of  wood,  of  wood  with  steel  reinforce 
ments  and  wearing  plates,  of  wood  completely  enclosed 
and  armored  with  steel,  and  of  steel  alone,  the  last  usually 
being  of  braced  construction.  Wood  offers  greater  flexi 
bility  and  resilience  than  steel  alone. 

Shovel  Dipper.  The  digging  element  of  a  steam  shovel 
or  dipper  dredge.  It  consists  of  a  bottom  dumping 
bucket  having  a  hinged  dipper  door,  mounted  rigidly 
(sometimes  adjustably)  on  the  end  of  a  long  arm  called 
the  dipper  handle,  which  can  be  moved  lengthwise  by 
engines  and  gears  mounted  on  a  boom.  This  engine, 
called  the  crowding  engine,  furnishes  the  power  for  hold 
ing  the  dipper  against  the  material  to  be  excavated.  The 
dipper  is  pulled  through  the  material  and  afterward  lifted 
by  a  one,  two  or  three-part  dipper  hoist  rope,  led  from 
the  dipper  bail  around  a  sheave  at  the  boom  end,  and 
thence  to  the  hoisting  drum  of  the  winding  machinery. 
The  door  is  hinged  to  the  back  of  the  dipper  and  is 
held  shut  by  a  latch  which  can  be  released  by  a  trip  rope 
operated  by  the  engineer. 

The  dipper  is  of  steel,  and  the  front  part,  which  re 
ceives  the  hardest  treatment,  is  often  of  manganese  or 
high  carbon  steel. 

Shuttle  Car.     See  Skip  Car. 

Sill.  In  a  stiff-leg  derrick,  the  heavy  timber  lying  on 
the  ground,  and  connected  to  the  mast  step  at  one  end 
and  the  bottom  end  of  a  stiff-leg  at  the  other.  Also 
called  lie-leg. 

Silo  Bin.     See  Bin,  Cylindrical. 

Skip.  A  shallow,  flat-bottomed,  straight-sided  wooden 
box  reinforced  with  iron  fittings,  with  top  and  one  end 
open,  supported  by  three  chains  leading  to  a  common  ring 
for  hanging  on  a  derrick  hook.  The  chain  supporting  the 
open  end  is  provided  with  a  trip  hook  for  dumping. 
Used  for  dirt,  rock,  etc.,  and  filled  by  hand  shoveling, 
when  a  grab  bucket  is  not  available.  Also  made  of  steel 
throughout.  Sometimes  called  derrick  skip  or  stone  skip. 
The  term  is  also  sometimes  applied  to  a  similarly  used 
flat  rectangular  wooden  platform  with  rope  slings  from 
each  corner  connected  to  a  ring  at  the  point  of  attach 
ment  of  the  hoisting  rope.  (See  also,  Skip  Car;  Skip 
Bucket;  Skip  Hoist;  Scale  Box.) 
Page  313. 

Skip,   Bottom   Dump.     A   type   of   skip   bucket   used   in 

hoisting  material  from  mines,  which  discharges  its  load 

•by -opening  a  door  on  the   side  near  the  bottom.     This 

door    or    gate,    which    also    forms    a    discharge    trough 

when  open,  is  pivoted  at  the  lowest  point  of  the  sloping 


bottom,  and  is  connected  by  links  to  a  pair  of  rollers 
running  in  a  guiding  groove  or  cam  attached  to  the  skip 
guides.  Curvature  of  this  groove  at  any  desired  point 
causes  the  door  to  open ;  reversal  of  the  direction  of  the 
movement  of  the  skip  closes  it,  and  it  is  so  locked  in 
this  position  that  it  cannot  open  except  under  the  action 
of  the  curved  groove. 

Skip,  Cableway.  A  skip  arranged  to  be  carried  on  a 
cableway.  It  is  attached  to  the  traveller  by  three  chains, 
two  on  the  sides  with  a  spreader  between  them,  and  one 
on  the  back;  it  is  dumped  by  hitching  another  chain  at 
the  back  and  lifting. 

Skip,  Dumping.  A  large  dumping  bucket,  with  a  wide 
flaring  front,  making  it  a  combination  of  an  ordinary 
bucket  and  a  skip  in  form.  Supported  by  a  bail  and 
emptied  by  dumping. 

Skip  Bucket.  A  bucket  arranged  to  run  in  the  vertical 
tower  or  shaft  of  a  skip  hoist.  It  is  usually  of  rectangu 
lar  section,  open  at  the  top,  and  is  pivoted  at  or  near  the 
bottom  in  a  vertical  rectangular  frame  which  slides  in 
vertical  guides  in  the  tower;  this  frame  has  the  hoisting 
rope  attached  to  its  head.  A  second  rope  is  led  to  a 
counterweight,  or  two  cars  are  used,  each  serving  to 
counterbalance  the  other.  An  additional  set  of  bucket 
guides  enclose  projecting  rollers  on  each  side  near  the 
top  and  keep  the  bucket  upright,  except  when  it  is  to  be 
dumped. 

In  operation  the  bucket  is  filled  in  a  loading  pit  at  the 
bottom  of  the  tower  (or  shaft)  and  is  hoisted.  At  the 
dumping  point  the  bucket  guides  curve  outward  into  a 
horizontal  position,  thus  carrying  the  top  of  the  bucket 
outward ;  as  the  bottom  is  pivoted  in  the  frame  it  there 
fore  continues  upward,  dumping  the  contents  of  the 
bucket. 

Page  826-833. 
Page  817. 

Skip  Car.  A  four-wheel  car  arranged  to  run  on  the 
track  of  an  inclined  skip  hoist.  It  is  open  at  the  front 
end ;  often  the  top  is  also  partly  or  entirely  open.  The 
wheels  are  mounted  on  two  through  axles  beneath  the 
car,  or,  in  some  cases,  on  spiders  riveted  to  the  sides  of 
the  car.  The  rear  wheels  have  an  extra  wide  tread, 
sometimes  of  two  diameters,  the  outer  treads  being  used 
only  at  the  top  of  the  hoist  for  dumping  purposes.  A 
bail  is  attached  to  the  sides  or  bottom  of  the  car,  partly 
or  entirely  surrounding  it,  and  to  it  is  attached  the  hoist 
ing  rope  which  leads  to  the  winch  drum.  A  second  rope 
is  led  to  a  counterweight;  sometimes  two  cars  are  used, 
each  serving  to  counterbalance  the  other.  Occasionally  a 
skip  car  runs  on  a  vertical  track,  the  hoisting  line  being 
led  off  at  such  an  angle  as  will  keep  the  wheels  against 
the  rails. 

In  operation  the  skip  car  rests  in  the  loading  pit  while 
it  is  being  filled  from  a  hopper  through  spouts  with  con 
trol  gates,  etc.  It  is  then  hoisted  up  the  incline,  until, 
near  the  top,  the  rails  curve  sharply  inward,  assuming  a 
horizontal  direction.  The  outer  treads  of  the  rear  wheels 
however  continue  upward  on  special  dumping  rails  which 
are  provided  at  this  point,  thus  elevating  the  rear  and 
dumping  the  contents  of  the  car.  The  winch  is  then 
stopped  and  reversed,  lowering  the  bucket  to  the  loading 
pit. 

Page  621,  826-833. 

Skip  Hoist.  An  arrangement  for  the  intermittent  hoist 
ing  of  material  in  bulk,  consisting  of  a  tower  with  guides, 
or  an  inclined  runway  with  tracks,  on  which  the  load  car 
rying  skip  bucket  or  skip  car,  often  called  a  skip, runs.  Wire 
hoisting  rope  leads  from  the  skip  overhead  sheaves  and 


108 


SKI 


DEFINITION    SECTION 


SPA 


leading  sheaves  to  a  single  drum  hoisting  winch  (usually 
electrical)  which  is  operated  through  a  control  panel; 
a  push  button  for  starting  and  stopping  is  located  where 
convenient.  A  hopper  with  loading  spout  and  gate  at  the 
bottom  is  arranged  for  loading  the  skip  when  it  is  in  the 
pit,  and  it  is  emptied  at  the  top  by  dumping. 

The  various  operations  may  be  manually  controlled, 
partly  automatic,  or  fully  automatic.  (See  Skip  Hoist, 
Automatic.)  For  methods  of  clumping,  see  Skip  Car, 
Skip  Bucket. 

Skips  are  also  used  in  mine  shafts  for  hoisting  material 
to  the   surface,  the  arrangements   being   similar   lo  tliose 
described,  except  that  the  capacity  is  usually  very  large. 
Page  585,  826-833. 

Skip  Hoist,  Automatic.  An  electrically  driven  skip 
hoist  which  operates  continuously,  starting  up  when  the 
load  in  the  skip  has  become  equal  to  a  predetermined 
amount  shutting  off  on  the  way  up  the  valve  by  means  of 
which  it  is  filled,  dumping  at  the  top,  waiting  a  sufficient 
interval  for  all  the  contents  to  pass  out,  and  returning  to 
the  loading  pit  at  the  bottom,  where  it  automatically  opens 
the  loading  valve  and  is  ready  to  repeat  the  cycle. 

Tlie  automatic  loading  and  starting  are  often  omitted, 
and  the  operator  opens  and  closes  the  filling  valve,  and 
starts  the  machinery  by  pressing  a  button.  The  bucket 
then  is  hoisted,  dumped  and  returned  ready  for  another 
load.  When  the  hoist  is  of  the  double  balanced  skip 
variety,  this  method  of  control  is  customary,  the  dumped 
bucket  remaining  at  the  top  until  the  operator  fills  the 
one  in  the  pit  and  starts  the  mechanism  by  pressing  a 
button. 

The  hoisting  winch  is  slowed  down  and  stopped  at  each 
end  of  its  travel  by  a  traveling  cam  limit  switch  or   its 
equivalent.     The  pause  during  dumping  to  give  the  con 
tents  time  to  slide  out  is  obtained  by  a  timing  relay. 
Page  585,  826-833. 

Skip  Hoist  Guides.  The  guides  in  a  skip  hoist  tower  on 
which  the  bucket  frame  travels  in  a  vertical  direction. 
They  may  be  mounted  on  a  framing  entirely  surrounding 
the  space  occupied  by  the  bucket,  the  guides  themselves 
being  on  the  middle  of  opposite  sides,  called  box  guides, 
or  they  may  be  mounted  against  the  face  of  the  framing, 
guiding  the  bucket  at  two  corners,  called  open  guides. 
If  a  counterweight  is  used,  guides  are  provided  for  it  in 
a  separate  runway. 

Skip  Hoist  Pit.  The  well  or  depression  in  which  a  skip 
car  rests  at  its  lowest  point  of  travel,  while  being  filled. 

Skip  Hoist  Valve.  A  gate  for  controlling  the  flow  of 
material  into  a  skip  car  or  bucket  when  it  is  in  the  loading 
pit.  (See  also  Valve.) 

Skip  Hoist  Winch.  A  single  drum  geared  winding  ma 
chine,  steam  or  (usually)  electrically  driven,  and  ar 
ranged  for  doing  hoisting  work  in  a  skip  hoist.  (See 
Skip  Hoist,  Automatic.) 

Skirt  Boards.  Flat  guiding  pieces,  usually  of  wood, 
placed  along  the  sides  of  various  types  of  continuous 
conveyors  and  elevators,  to  assist  in  retaining  the  mate 
rial  carried  or  to  center  it  on  the  moving  member  during 
loading  operations.  These  may  be  vertical  (set  on  edge), 
inclined  or  horizontal ;  they  may  be  placed  at  certain 
places  only,  as  at  loading  hoppers,  or  may  extend  the 
length  of  a  run ;  they  may  be  plain  or  fitted  with  rollers 
at  intervals,  or  may  even  consist  of  moving  belts  or 
aprons  set  on  edge  and  moved  at  the  same  speed  as 
the  conveyor. 

Slack.  Small  sized  bituminous  coal,  such  as  will  pass 
through  a  screen  having  openings  from  five-eighths  to 
three-quarter  inch  in  size. 


Slack-rope.  The  rope  which  is  used  to  tighten  the 
track  rope  in  a  slack-rope  cableway  excavator.  One  end 
is  led  to  a  winch  drum,  and  the  other  after  being  reeved 
through  a  block  on  the  end  of  the  track  rope  and  another 
on  the  tower,  is  dead-ended  on  one  of  them.  (See 
Excavator,  Slack-rope  Cableway.) 

Slewing.  (Also  spelled  Sluing).  The  act  of  rotating  a 
crane  about  its  vertical  axis,  often  called  swinging.  Per 
formed  by  hand  in  small  cranes,  but  it  is  a  power  opera 
tion  in  larger  ones.  There  are  two  common  methods:  by 
means  of  a  grooved  wheel  fast  to  the  bottom  of  the 
mast,  which  is  pulled  around  by  ropes  wrapped  around 
its  circumference  (see  Bull  Wheel)  ;  and  by  a  large  ring 
gear  fast  to  the  foundation  or  base,  with  teeth  on  its  cir 
cumference  meshing  with  a  small  pinion  projecting  down 
from  the  revolving  platform  above,  and  driven  by  power 
in  cither  direction  desired. 

Slewing  Engine.     An   engine,   generally  steam,  used   to 
operate  a  slewing  winch  for  swinging  a  derrick  or  other 
crane.      (See  Winch,  Derrick  Slewing.) 
Page  803,  828. 

Slewing  Rack  and  Pinion.  Term  applied  to  the  ring 
gear  and  pinion  used  for  slewing  cranes.  (See  Bull  Gear; 
Crane,  Locomotive.) 

Sling,  Closing.  A  piece  of  wire  rope  forming  part  of 
the  closing  mechanism  of  one  type  of  grab  bucket.  (See 
Bucket,  Power-wheel.) 

Slings.  Short  pieces  of  rope  or  chains  with  eyes  or 
rings  in  the  ends,  which  are  passed  around  or  under  heavy 
weights,  to  be  lifted  by  a  crane  or  hoist.  They  are  often 
especially  rigged  for  certain  work  as  box  slings,  barrel 
slings,  etc.  Ordinary  manila  rope,  wire  rope  or  chain 
are  much  used,  and  also  special  flat  rope  slings  of  manila 

.  or  wire  are  made,  with  the  necessary  rings  or  thimbles 
in  the  ends.  Chain  slings  are  liable  to  damage  finished 
surfaces  unless  special  protectors  are  used,  and  they  be 
come  so  hardened  by  repeated  service  that  they  are  liable 
to  snap  without  warning  unless  frequently  annealed.  Slip 
ping  of  the  links  also  causes  heavy  stresses  in  the  crane. 

The  very  best  material  should  be  used  for  all  lifting 
slings,  and  the  allowable  loads  should  be  marked  on  them, 
or  should  be  posted  where  they  may  easily  be  seen  by 
those  in  charge  of  hoisting  operations. 

Slip  Ring,  Electrical.  A  band  or  ring  of  metal  placed 
on  a  rotating  part  and  preserving  electrical  connection 
with  a  fixed  point  by  means  of  a  brush  or  rolling  contact. 
The  ring  of  the  turntable  of  a  locomotive  crane,  when 
it  rests  without  fastening  on  a  machined  seat  on  the  base 
casting  so  that  it  may  slip  if  sudden  forces  due  to  extra 
rapid  acceleration  or  retardation  of  the  crane  occur.  A 
pinion  projecting  down  from  the  revolving  platform  above 
meshes  with  teeth  cut  on  the  circumference  (inside  or 
outside)  of  this  ring,  and  the  rollers  of  the  roller  bearing 
turntable  rest  on  its  upper  surface. 

Socket,  Wire  Rope.  A  piece  of  metal  with  a  tapering 
hole,  to  which  the  end  of  a  wire  rope  is  fastened  by 
passing  the  latter  into  the  hole,  opening  out  the  strands 
and  perhaps  doubling  them  back  on  themselves  in  the 
conical  hole,  and  then  filling  it  completely  with  a  metal 
of  low  melting  point.  The  socket  may  have  an  eye  on  the 
free  end,  and  is  then  called  a  closed  socket ;  it  may  have 
two  straight  sides  drilled  to  receive  a  cross  pin  like  a 
shackle  and  is  called  an  open  socket,  or  it  may  have  other 
special  connections. 

Span.  The  distance  reached  across  by  a  bridge,  a  gir 
der,  a  beam,  a  rope,  etc.  The  span  of  a  crane  bridge  is 
the  distance  between  centers  of  the  rails  at  each  end. 


109 


SPE 


MATERIAL    HANDLING    CYCLOPEDIA 


SPO 


Speed,  Hoisting.  The  distance  travelled  in  feet  per 
minute  by  a  load  while  it  is  being  hoisted.  It  is  often 
expressed  as  slow,  medium,  and  fast  or  rapid,  but  the 
divisions  are  indefinite.  Roughly  they  are :  slow  speed 
for  quarry,  derrick  and  excavation  work  SO  ft.  to  100  ft. 
per  min. ;  medium  speed  for  wharf,  building  materials, 
etc.,  150  ft.  to  300  ft.  per  min. ;  rapid  for  cargo  and  mine 
hoisting,  400  ft.  to  800  ft.  per  min. 

Spiral.  A  curve  (generally  a  plane  curve)  which  winds 
around  a  point  and  at  the  same  time  continually  recedes 
from  it,  like  a  watch  spring. 

The  term  is  often  used  where  helical  would  be  prefer 
able,  as  spiral  staircase,  spiral  conveyor.  (See  Helix.) 

Spiral,  Friction.     See  Chute,  Spiral. 

Spiral,  Gravity  Roller.  A  gravity  conveyor  in  which 
packages  move  downward  on  a  roller  runway  arranged 
in  a  helical  form  around  a  central  vertical  axis.  On 
account  of  the  small  slope  required  for  conveying  on 
rollers,  a  number  of  turns  of  the  spiral  arc  necessary 
for  conveying  gently  from  floor  to  floor,  and  the  length 
of  runway  thus  provided  gives  large  storage  capacity. 
Single  or  multiple  runways  may  be  used,  as  in  spiral 
chutes. 

The  runway  is  usually  supported  on  horizontal  braces 
carried  between  pairs  of  posts  inside  and  outside  of  the 
runway,  or  by  a  central  post  and  posts  outside  the  run 
way. 

The  rollers  are  single  straight  cylinders,  multiple  short 
cylinders  on  the  same  axis,  or  on  curves,  conical  rollers 
with  the  large  end  turned  out.  Concave  rollers  are  used 
for  special  objects  like  kegs.  The  outer  ends  may  or 
may  not  be  raised  or  ''banked,''  depending  on  whether 
it  is  considered  objectionable  to  have  the  packages  crowd 
against  the  outer  guard  rail.  The  bearings  may  be  of  the 
plain,  ball  or  roller  types. 

On  account  of  the  large  diameter  and  small  slope,  fire- 
proofing  of  the  openings  through  the  floors  is  difficult 
unless  the  spiral  is  completely  housed  in.  One  method 
of  avoiding  this  is  to  have  short  steep  spiral  chutes  where 
the  conveyor  passes  through  the  floors,  which  can  be 
easily  made  fireproof,  but  these  chutes  may  be  inconveni 
ent  when  carrying  certain  delicate  or  fragile  materials. 

Gravity  roller  spirals  are  most  naturally  loaded  at  the 
top,  and  discharged  at  the  bottom,  in  connection  with 
lines  of  gravity  roller  conveyor  at  both  places,  but 
intermediate  loading  and  discharge  may  also  be  accom 
plished  with  the  aid  of  hinged  switches  or  diverters. 
Page  387,  760-767. 

Spiral  Chute.     See  Chute,  Spiral. 

Spoil.  The  term  applied  to  the  material  removed  in 
making  an  excavation  either  on  land  by  excavating  ma 
chinery,  or  under  water  by  dredging. 

Spoil  Bank.  A  long  pile  or  heap  of  excavated  material, 
usually  placed  parallel  to  the  longest  dimension  of  the 
ditch  or  other  excavation  being  made. 

Spool.  A  name  sometimes  applied  to  a  drum,  especially 
when  the  surface  is  concave  and  it  is  used  as  a  winch 
head.  On  winches  used  for  miscellaneous  hoisting  work, 
a  split  spool  is  sometimes  furnished  to  be  attached  to 
the  main  winding  drum  when  desired,  to  operate  a  coun- 
terweighted  material  hoisting  elevator  by  an  endless  rope 
which  makes  several  turns  around  the  spool. 

Spotter,  Tilting.  A  means  of  feeding  cars  forward  one 
at  a  time  down  an  incline,  consisting  of  a  short  section 
of  track  set  on  an  incline,  curved  upward  at  the  ends 
and  pivoted  at  the  middle  so  that  it  can  rock  slightly. 
As  a  car  runs  onto  it  past  the  middle,  it  tilts  forward, 


and  the  raised  rail  ends  at  the  rear  prevent  the  next  car 
from  following;  as  the  car  passes  off  the  front,  the  plat 
form  tilts  down  to  the  rear  allowing  the  next  car  to 
run  on. 

Spout.  A  pipe  or  trough  used  to  discharge  liquids  or 
crushed  or  pulverized  solids  which  will  flow  from  a  tank, 
bin  or  similar  enclosure,  generally  under  the  control  of 
a  valve  or  gate.  Spouts  are  placed  at  various  angles 
from  nearly  horizontal  to  vertical,  and  are  fixed,  port 
able,  rigid,  flexible,  swinging,  telescoping,  folding,  etc., 
according  to  condition  of  use.  They  arc  usually  made 
of  steel,  cast  iron  or  wood,  and  occasionally  of  rein 
forced  concrete. 
(See  also  Chute.) 

Spout,  Bifurcated.  A  spout  having  a  divided  discharge 
with  a  shifting  or  switching  device  which  can  be  made 
to  cause  equal  discharges  in  two  branches,  or  any  de 
sired  inequality.  Used  in  loading  grain  into  cars  from 
terminal  elevators,  as  an  aid  in  trimming  the  grain  in  the 
car. 

Spout,  Chain.  A  flexible  spout  in  which  the  various 
sections  are  held  by  a  continuous  chain  attached  to  each. 

Spout,  Dock.  A  long  spout  receiving  the  discharge  of 
grain  or  similar  bulk  material  from  an  elevated  hopper 
or  conveyor  in  a  building  on  a  wharf  and  delivering  it  into 
the  hold  of  a  vessel  alongside.  The  upper  end  is  pro 
vided  with  a  turnhead  which  permits  it  to  swivel  about 
a  vertical  axis;  it  can  also  swing  about  a  horizontal  axis. 
The  lower  portion  of  the  spout  telescopes  outside  of  the 
upper,  permitting  it  to  be  withdrawn  from  the  vessel's 
hold  by  block  and  tackle.  The  weight  of  the  entire  spout 
is  carried  by  a  tackle  hanging  from  a  swinging  boom. 

Spout,  Distributing.  A  spout  so  arranged  that  it  may 
discharge  into  any  one  of  a  number  of  receptacles  pro 
vided  for  it.  This  may  be  accomplished  by  a  flap  or 
swinging  gate  within  the  spout  itself,  deflecting  the  con 
tents  into  branch  spouts,  or  by  moving  the  lower  or  dis 
charge  end  of  a  single  spout  to  the  point  desired.  The 
latter  requires  provision  at  the  spout  head  for  swiveling 
or  swinging  or  both  (see  Turnhead)  and  also  possibly 
telescoping  of  the  spout  itself.  (See  Spout,  Telescope 
Trolley.) 

A  distributing  spout  sometimes  used  in  grain  handling 
consists  of  two  inclined  sections  with  a  swivel  joint  be 
tween.  The  top  section  is  connected  to  the  hopper  bottom 
by  a  turnhead,  and  is  supported  near  the  swivel  joint  by 
a  hanger  which  travels  on  a  circular  overhead  track.  The 
discharge  end  of  the  lower  section  is  mounted  on  casters 
and  has  an  extension  projecting  into  the  hole  in  the  floor 
to  prevent  spillage. 

Spout,  Flexible.  A  spout  which  is  constructed  of  a 
number  of  cylindrical  or  slightly  tapering  pipe  sections, 
fitted  into  each  other,  loosely  attached  by  chains,  and 
hanging  from  the  top  sections,  so  that  the  lower  end 
may  be  moved  about  and  the  emerging  material  deposited 
where  desired.  This  construction  is  used  with  the  chut- 
ing  of  concrete  and  in  grain,  gravel  and  sand  handling 
and  loading  operations.  Also  called  flexible  chute,  and 
elephant's  trunk  chute  or  spout.  Occasionally  the  sec 
tions  telescope  within  one  another  for  vertical  adjust 
ability,  and  for  convenience  in  handling. 

Spout,  Flexible,  Holder  for.  An  adjustable  rod  used  for 
holding  in  a  definite  position  the  discharge  end  of  a 
flexible  spout.  Used  in  loading  grain  cars  to  save  work 
men  from  getting  into  the  car. 

Spout,  Magnetic.  A  spout  which  contains  an  electro 
magnet  so  placed  that  it  will  attract  and  hold  all  pieces 


110 


SPO 


DEFINITION    SECTION 


STI 


of  iron  which  may  accidentally  get  into  a  stream  of 
material  passing  over  it,  and  prevent  them  from  passing 
into  a  crusher  or  other  machine  which  would  be  injured 
by  their  entry.  The  magnet  is  usually  located  in  the 
bottom  of  the  spout,  and  provision  is  sometimes  made 
for  the  automatic  opening  of  a  door  just  beyond  the 
magnet  to  discharge  any  accumulated  iron  onto  the  floor, 
and  not  into  the  crusher,  in  case  the  electric  current  fails 
or  is  accidentally  turned  off. 

Spout,  Measuring.  A  vertical  or  nearly  vertical  spout 
which  is  provided  with  gates  at  both  top  and  bottom  and 
is  used  as  a  means  of  measuring  coal  or  other  material 
delivered  through  it  from  a  bin  or  hopper  above.  An 
interlocking  device  prevents  the  opening  of  the  two  valves 
at  the  same  time,  and  a  counter  attached  to  the  lower 
gate  records  the  number  of  spoutfuls  which  have  been 
discharged;  this  multiplied  by  the  calibrated  contents  of 
the  spout  will  give  the  volume  delivered.  Used  for  meas 
uring  the  coal  delivered  to  boiler  stoker  hoppers. 

Spout,  Portable.  A  spout  which  may  be  easily  moved 
about.  In  grain  elevators,  such  spouts  are  often  mounted 
on  a  caster  supported  frame  arranged  for  adjustable  in 
clination,  with  a  discharge  end  formed  to  fit  into  a  hole 
in  the  floor  and  prevent  spillage. 

Spout,  Telescope  Trolley.  A  type  of  spout  used  to 
deliver  material  like  grain  from  an  overhead  hopper  into 
any  one  of  several  openings  in  a  floor  below.  The  spout  is 
in  two  parts  which  telescope  within  one  another  ;  the  lower 
end  is  carried  on  a  trolley  or  frame  supported  on 
casters  which  supports  it  as  it  is  moved  over  the  floor 
from  one  opening  to  another  and  the  upper  end  is  pro 
vided  with  a  turnhead  to  allow  this  swiveling  and  swing 
ing  motion.  (See  also  Spout,  Distributing.) 

Spout,  Telescoping.  See  Spout,  Flexible;  Spout.  Tele 
scope  Trolley. 

Spreader.  A  rigid  bar  or  strut  placed  crosswise  be 
tween  two  lengths  of  rope  or  chain,  to  make  them  assume 
a  parallel  position  relative  to  each  other,  usually  for  the 
purpose  of  preventing  certain  stresses  arising  from  the 
diagonal  direction  of  pull.  In  turnover  buckets,  the 
spreader  inserted  in  the  chain  bridle  or  bail  allows  easier 
dumping. 

Also,  a  beam  used  to  support  the  ends  of  slings  placed 
around  under  large  bundles  of  such  material  as  sugar 
cane,  pipes,  etc.,  and  sometimes  termed  a  lifting  beam. 

Spring,  Coil  or  Helical.  A  spring  made  by  winding  the 
spring  rod  or  wire  around  a  cylinder  in  a  helix.  If  the 
spring  is  to  be  used  in  tension,  the  coils  are  generally 
"close;"  if  in  compression,  they  should  be  open  to  just 
such  an  extent  that  when  closed  by  the  load,  the  maxi 
mum  working  stress  will  be  equaled. 

Spring,  Shock.  A  spring  device  to  cushion  the  jars 
that  would  otherwise  be  transmitted  to  a  crane  structure, 
where  it  is  used  for  holding  stock  being  worked  under 
a  hammer  or  at  some  similar  machine.  It  is  composed  of 
one  or  more  springs  carried  in  a  frame,  and  subject  to 
compression,  inserted  between  the  hook  and  the  load 
block,  or,  in  the  case  of  an  independent  hoist,  between 
the  crane  and  the  upper  hook  of  the  hoist.  (Also  called 
shock  absorber.) 

Spring,  Spiral.  A  spring  made  by  winding  the  spring 
wire  or  strip  in  a  spiral,  or  continuously  about  itself  in 
one  plane,  like  a  clock  spring. 

Spring  Check.  The  device  used  in  some  types  of  fric 
tion  drums  by  which  a  limitation  is  placed  on  the  amount 
of  separation  of  the  two  parts  of  the  friction  clutch. 
When  the  external  force  engaging  the  clutch  is  removed. 


the  two  parts  might  stick  together  except  for  the  action 
of  a  spring  pressing  them  apart.  The  spring  check  pre 
vents  this  action  from  pushing  them  so  far  apart  that 
they  cause  friction  on  collars,  ends  of  bearings,  etc. 

Sprocket  Wheel.    See  Wheel,  Sprocket. 

Spud.  A  device  used  for  anchoring  a  dredge  or  other 
floating  craft  to  the  bottom  or  bank  of  a  body  of  water. 
The  usual  form  consists  of  a  vertical  timber  sliding  in 
guides  attached  outside  the  scow  side,  or  in  a  well  formed 
within  the  hull.  Two  are  always  placed  near  the  front, 
and  two  at  the  sides  at  the  stern  or  one  in  the  middle  of 
the  stern.  The  spuds  are  raised  by  tackle,  the  ropes  of 
which  are  led  to  winch  heads  on  the  hoisting  engine,  or 
to  rack  and  pinion  gearing  operated  by  hand  or  by  power. 
When  lowered  and  forced  into  the  mud  bottom,  they  hold 
the  scow  sufficiently  firmly  to  resist  the  thrust  of  a 
dipper. 

Another  type  known  as  a  bank  spud  is  used  on  dredges 
in  excavating  narrow  channels,  such  as  drainage  canals, 
etc.  It  extends  out  diagonally  downward  from  a  gallows 
frame,  with  a  pad  on  its  lower  end  resting  on  the  bank. 
Another  short  arm  from  a  point  near  the  deck  also  con-« 
nects  to  the  spud  near  its  lower  end,  thus  bracing  it  se 
curely.  With  this  type  of  spud  the  scow  can  be  built  nar 
row  for  narrow  ditches,  and  still  be  free  from  danger  of 
capsizing  during  operation. 

Spud,  Telescopic.  A  bank  spud  used  on  dredges  in 
which  one  part  sliding  within  another  may  be  extended  at 
will  to  any  desired  length,  thus  adjusting  for  different 
heights  of  bank. 

Stability.  Having  a  tendency  to  return  to  its  original 
position  of  equilibrium  after  being  disturbed  therefrom. 
A  stable  body  or  structure  resists  strongly  a  tendency  to 
displace  it  from  its  position  of  equilibrium,  or,  if  it  is 
displaced,  tends  strongly  to  return  to  its  former  position. 
The  question  of  stability  is  exceedingly  important  in  all 
self-supporting  cranes  in  which  the  load  may  be  carried 
outside  the  outline  of  the  base  supports,  as  pillar,  loco 
motive,  horizontal  rotating,  cantilever  jib,  all  tower 
cranes,  etc.  Wind  pressure  also  tends  to  overturn  such 
structures,  and  must  be  taken  into  account. 

The  various  methods  of  gaining  stability  are :  anchor 
ing  to  a  heavy  masonry  foundation — possible  for  fixed 
cranes  only ;  using  fixed  or  moving  counterweights,  placed 
opposite  the  load  to  be  lifted,  which  is  the  most  common 
method;  using  outriggers  (which  see);  or  temporary 
guys,  which  virtually  increase  the  size  of  the  base  and 
convert  the  traveling  crane  temporarily  into  a  fixed  crane. 

Staggered.  Arranged  in  diagonal  rows.  Said  of  rivets, 
perforations,  etc.,  when  those  in  one  row  are  one-half  the 
pitch  ahead  of  or  behind  those  in  the  next  adjacent  row, 
instead  of  being  abreast. 

Steady-carriage.  A  device  for  maintaining  the  align 
ment  of  a  grab  bucket  when  twisting  would  foul  the 
ropes  or  cause  the  bucket  to  strike  the  sides  of  a  pit,  car 
or  other  object.  This  is  especially  likely  to  happen  when 
hoisting  from  deep  pits,  or  when  a  bucket  is  being  moved 
on  a  monorail  track.  A  three-rope  bucket  serves  the 
same  purpose — two  holding  ropes  spaced  apart  by  an 
equalizer,  and  a  single  closing-and-hoisting  rope. 

Stiff-leg.  One  of  the  struts  or  props  used  to  hold  erect 
the  mast  of  a  stiff-leg  derrick.  It  is  attached  to  the  top 
of  the  mast  at  one  end,  and  to  a  ground  anchorage,  or  the 
end  of  a  lie-leg,  at  the  other,  by  gooseneck  iron  and  stiff- 
leg  iron  respectively. 

Stiff-leg,  Broken  Back.  A  stiff-leg  with  an  upward 
pointing  crook  or  angle  in  it.  arranged  to  completely 
clear  a  derrick  boom  and  allow  a  full  circle  swing.  An 


.111 


STI 


MATERIAL    HANDLING    CYCLOPEDIA 


STO 


additional  short  strut  from  the  break  or  angle  to  the 
ground  is  generally  used  to  stiffen  the  crooked  stiff-leg, 
and  occasionally  two  of  these  additional  short  struts  are 
used  for  each  stiff-leg,  firmly  holding  it  in  position  against 
side  deflection. 

Stiff-leg  Iron.  A  metal  fastening  or  strap  for  securing 
the  lower  end  of  a  derrick  stiff-leg  to  a  sill  or  to  an 
isolated  anchorage. 

Stop,  Automatic  Emergency.  A  mechanism  arranged 
to  stop  automatically  a  moving  part  when  it  has  travelled 
past  the  proper  or  safe  point,  or  when  it  is  travelling  too 
fast.  In  particular,  means  of  preventing  excessive  hoist 
ing  or  lowering  in  cranes  and  hoists.  (See  Stop,  Limit.) 

Page  711,  757. 

Stop,  Limit.  A  device  to  prevent  ovcrhoisting  in  a 
crane  or  hoist.  In  electric  cranes  it  is  generally  arranged 
to  make  the  hoisting  circuit  inoperative  at  a  certain  point; 
one  system  relies  on  the  closing  of  an  auxiliary  circuit, 
and  another  on  its  opening,  for  this  purpose.  The  elec 
trical  arrangements  can  be  so  made  that  the  lowering  cir 
cuit  will  operate  as  usual  when  the  controller  is  shifted 
to  the  lowering  position ;  and  over-hoisting  is  very  simply 
remedied.  On  the  other  hand,  working  on  the  theory  that 
habitual  use  of  the  limit  stop  and  reliance  on  its  action 
will  cause  it  to  wear  and  eventually  fail  to  operate  at  a 
time  the  operator  is  inattentive,  some  designers  arrange 
matters  so  that  it  is  some  considerable  trouble  for  him  to 
start  the  load  down  after  he  has  thrown  the  limit  stop, 
thus  forcing  him  habitually  to  stop  the  hook  before 
reaching  the  limit. 

In  skip  hoists  over-travel  must  be  prevented  at  either 
top  or  bottom,  and  the  skip  brought  quietly  to  rest ;  this 
is  performed  automatically  in  modern  electrically  operated 
installations.  (Sec  Skip  Hoist,  Automatic;  Limit  Switch, 
Travelling  Cam.) 

In  mine  hoists  the  work  performed  by  the  limit  stop 
is  usually  combined  with  other  functions  in  a  mechanism 
called  a  safety  stop  or  hoist  controller.  (See  Controller 
Hoist.) 

Page  711,  757. 

Stoker  Magazine.  The  hopper  immediately  above  an 
automatic  stoker,  to  which  coal  is  supplied,  and  from 
which  the  stoker  mechanism  regularly  draws  it  for  de 
livery  into  the  furnace. 

Storage,  Ground.     The  term  sometimes  applied  to  stor 
age  systems  where  an  entire  supply  of  bulk  material   is 
carried  at  ground  level.  It  is  also  used  to  designate  a  com 
bination  system  in  which  a  portion  only  of  the  material 
;  held   in  elevated   bins   for   immediate   use  or   distribu 
tion,  the  larger  part  resting  directly  on  the  ground 
Page  643,  661. 

Storage  Bridge.     See  Crane,  Bridge  Storage. 
Storage    for    Coal,    Cable    Drag    Scraper    System.     A 
ground  storage  plant  for  coal  in  which  the  coal  is  stocked 
out  and  reclaimed  by  a  drag  scraper  operating  reversibly 
a   central   distributing  and   receiving   point   and 
Y  one  of  a  series  of  steel  posts,  called  back  posts,  set  at 
rvals  surrounding  the  storage  area.  Coal  is  received  by 
<  hopper,  elevated  and  discharged  by  a  spout  to  an 
initial  pile  from  which  the  scraper  can  distribute  it     For 
canning,   the   scraper   is    reversed,    dragging   the   coal 
back  to  the   reclaiming  hopper   (in  the  same  pit  as  the 
receding -hopper)    from    which    it    is   elevated    and    dis 
charged  into  a  railway  or  other  car,  or  onto  a  conveyor 
for  carrying  into  a  boiler  house  bunker.     The  drag  cable 
is  operated  by  a  two  drum  winch 
Page  660,  817,  832. 


Storage  for  Coal,  Circular  System.  A  system  of  out 
door  ground  storage  for  coal,  in  which  two  widely 
spaced  parallel  straight  railroad  tracks  discharge  their 
coal  into  a  track  hopper  located  between  the  tracks,  and 
at  the  center  of  the  pile.  A  locomotive  crane  travels 
around  this  hopper  on  a  circular  track  digging  the  coal 
from  it  by  means  of  a  grab  bucket,  and  depositing  it 
anywhere  within  the  circumference  of  a  circle  having  a 
radius  equal  to  twice  the  length  of  the  crane  boom.  In 
reclaiming,  the  coal  is  dug  from  any  point  by  the  bucket, 
and  loaded  directly  into  cars. 

The  capacity  of  the  pile  is  a  maximum  when  the  crane 
tracks  arc  also  covered,  but  as  this  prevents  the  crane 
from  promptly  getting  at  any  desired  portion  of  the  pile 
in  case  of  fire,  it  is  not  always  utilized. 

In  the  system  as  described,  the  crane  can  place  itself 
so  that  it  can  reach  to  any  remote  part  of  the  pile,  and 
by  merely  swinging,  dump  the  grab  bucket  into  the  cars 
or  reclaiming  hopper.  Indefinite  extensions  can  be  made 
by  extending  the  circular  track  by  inserting  straight  or 
larger  radius  curved  sections,  but  the  crane  will  then 
have  to  handle  some  of  the  coal  twice,  or  else  travel 
along  the  track  some  distance  with  each  bucket  load 
before  dumping  it. 

Page  746. 

Storage  for  Coal;  Dodge,  or  Conical  Pile  System.  A 
system  of  ground  storage  of  which  the  unit  includes  two 
conical  piles  each  spanned  by  a  two-legged  truss  peaked 
at  the  center  for  storing,  and  a  horizontal  swinging  scrap 
ing  conveyor  between  them  for  reclaiming  from  either 
pile  and  delivering  to  a  conveyor. 

One  leg  of  the  two  spanning  each  pile  contains  a  stor 
ing  scraper  conveyor  which  elevates  the  coal  along  the 
leg  until  it  drops  to  the  pile  over  the  end  of  a  steel  ribbon 
which  forms  the  bottom  of  the  trough  and  which  is  grad 
ually  pulled  up  the  truss  as  the  pile  grows,  unwinding 
from  a  drum  at  the  bottom.  The  angle  of  the  leg  is 
the-  angle  of  repose  of  coal,  about  27  degrees. 

The  reclaiming  conveyor  is  a  horizontal  bridge,  pivoted 
at  its  delivering  end,  and  swinging  radially  in  either  direc 
tion  on  a  number  of  rails  under  the  control  of  cables 
led  from  the  pivot,  out  to  the  end  of  the  bridge  and 
thence  at  right  angles  to  anchorages  at  either  extreme 
of  its  swing.  The  chains  of  a  reversible  roller  flight 
conveyor  pass  completely  around  the  bridge  in  a  hori 
zontal  plane,  the  flights  being  on  end  relative  to  the 
ground,  and  scrape  the  coal  toward  and  past  the  pivot  up 
an  incline  from  the  end  of  which  it  is  dumped  into 
railway  cars. 

Page  745. 

Storage  for  Coal;  Stuart  or  Conveyor  System.  A 
ground  storage  system  for  coal  in  which  it  is  delivered 
to  the  end  of  a  belt  conveyor  running  longitudinally  in 
a  trench  through  the  storage  area.  A  high  traveling 
tripper  discharges  the  coal  from  the  belt  onto  a  short 
reversible  inclined  belt  conveyor  at  right  angles,  which 
can  be  placed  on  either  side,  to  elevate  and  discharge 
the  coal  to  storage.  This  discharging  outfit  is  called  a 
stacker. 

lo  recover,  a  reclaimer  traveling  on  the  same  track  is 
used.  It  consists  of  a  short  section  of  belt  or  apron 
conveyor  terminating  in  a  sort  of  plow,  pivoted  on  a 
truck  so  that  it  can  swing,  and  mounted  so  that  it  can 
be  thrust  forward  under  the  coal  in  the  pile,  the  coal 
being  thus  fed  to  the  reclaimer  conveyor.  This  carries 
it  back  to  the  main  conveyor  belt  which  conveys  it  to 
its  destination. 

Page  653. 


112 


STO 


DEFINITION    SECTION 


SWI 


Storage  System  for  Coal.  A  method  of  accumulating 
and  handling  large  quantities  of  coal,  and  involving  (a) 
receiving  or  unloading  apparatus  for  receiving  the  coal 
from  dump  cars  or  boat  unloadcrs,  (b)  conveying  appa 
ratus  (including  cranes)  by  which  it  is  taken  to  (c) 
crusher  or  screens  or  both,  or  direct  to  (d)  storage  piles 
on  the  ground  or  elevated  bins.  There  is  also  a  means  of 
O)  reclaiming  the  coal  from  the  storage  pile  and  deliver 
ing  it  to  (/')  the  conveying  system  which  delivers  it  to 
storage  bins  above  furnaces  where  it  is  to  be  burned 
or  to  cars  into  which  it  is  reloaded.  Most  plants  also 
have  a  means  of  passing  direct  from  (c)  to  (/'),  omitting 
the  storage. 

The  same  systems  may  be  used  for  anthracite  or  bitu 
minous  coal,  but  owing  to  the  freedom  from  spontane 
ous  combustion  of  the  former,  it  may  be  piled  to  much 
greater  heights,  allowing  radically  different  plants  to  be 
used  for  anthracite. 

Systems  are  sometimes  distinguished  according  to  the 
shape  of  the  storage  piles  as,  (a)  circular  conical  piles 
with  the  point  of  Supply  at  the  apex  of  the  cone,  or 
moving  up  one  leg  of  a  two-legged  truss  spanning  the 
pile;  (b)  piles  rectangular  in  plan  and  included  under 
the  area  covered  by  the  bridge  of  a  large  traveling  gantry 
or  overhead  traveling  crane  called  a  storage  bridge;  (c) 
annular  piles  outside  of  a  circular  track  on  which  a 
locomotive  crane  may  move,  usually  combined  with  a 
circular  or  two  circular  segmental  piles  within  the  circu 
lar  track;  (d)  long  heaps,  between  tracks  spaced  so  that 
locomotive  cranes  can  reach  the  compYte  area  from  one 
side  to  the  other;  (<•)  combinations  of  circular  a:id  longi 
tudinal  heaps. 

As  to  methods  of  delivery  to  and  reclaiming  from 
storage,  there  may  be  one  or  a  combination  of  the  follow 
ing  devices:  (a)  scraper  conveyor,  usually  of  the  flight 
type,  (6)  belt  conveyor,  with  traveling  tripper  and  short 
cross  belt  conveyor  combined  as  a  stacker,  (c)  drag 
bucket,  (d)  overhead  bridge  and  grab  bucket,  (c)  dump 
car  on  automatic  railway,  or  cable  railway,  (f)  locomo 
tive  crane  and  grab  bucket,  (i;)  portable  conveyors. 

Page  643,  661. 

Strain.  Deformation  of  a  body  due  to  the  application 
of  a  load  and  the  resulting  stress.  A  stress  produces  a 
strain.  Expressed  in  inches  per  inch  oi  length. 
Strength,  Tensile.  The  force,  usually  measured  in 
pounds  per  square  inch  of  cross  sectioii,  which  must  be 
applied  to  cause  the  failure  of  a  piece  of  material  sub 
jected  to  a  pull.  Also  known  as  ultimate  tensile  strength. 
Stress.  A  force  acing  within  he  substance  of  a  body,  or 
internal  resistance,  tending  to  prevent  deformation  due  to 
the  application  of  a  load.  Measured  in  pounds  or  tons 
per  square  inch  of  section.  (See  also  Strain.) 
Stripping.  A  method  of  mining  materials  near  the  sur 
face  of  the  ground  by  first  removing  the  overlying  soil 
or  strata  by  mechanical  means,  and  then  removing  the 
valuable  mineral  in  the  open  cut.  The  term  is  applied 
to  the  removal  of  the  overburden,  and  also  to  the  whole 
operation,  as  "mining  by  stripping." 

Very  large  amounts  of  material  must  be  handled  at  a 
very  low  cost  to  make  this  method  profitable.  One  suc 
cessful  system  involves  the  use  of  large  steam  shovels; 
by  proper  laying  out  of  the  work  it  is  possible  to  obtain 
the  mineral  with  but  one  handling  of  all  but  a  small 
portion  of  the  overburden. 

Strut.  A  brace  or  support  for  the  reception  of  direct 
thrust  or  pressure;  a  piece  designed  to  resist  pressure  in 
the  direction  of  its  length. 


Also   called    (under   certain   conditions)    prop,   column, 
brace. 

Stud  or  Stud  Bolt.     See  Bolt. 

Stuffing  Box.  A  form  of  construction  used  at  places 
where  round  moving  rods  or  shafts  emerge  from  an  en 
closed  space,  to  prevent  a  difference  of  pressure  on  the 
two  sides  from  causing  a  flow  of  fluid,  or  leakage, 
through  the  opening.  It  usually  consists  of  a  cylindrical 
chamber  surrounding  the  shaft,  into  which  a  fibrous 
material  or  soft  metal  construction  may  be  placed,  pressed 
down  by  another  tubular  portion  called  a  gland,  and 
held  firmly  in  place  by  a  screwed  or  bolted  part  called 
a  follower ;  the  gland  and  the  follower  are  often  made 
in  one  piece. 

Stuffing  boxes   for  reciprocating  rods  are   different  in 
proportion  and  construction  from  those  for  rotating  shafts, 
and    the   nature   of   the   fluid    under   pressure,   as   water, 
steam,  air,  oil,  etc.,  also  influences  the  design. 
Swing.     To  move  to  and  fro,  as  a  body  suspended  from 
an  axis ;  to  oscillate  in  a  plane  about  a  fixed  point  or  line. 
Swing  Circle.     The  term  applied  to  the  combination  of 
the  pivot  bearing  and  the  slewing  or  bull  wheel  for  the* 
inner  end  or  heel  of  the  boom  in  a  dipper  dredge  or  power, 
shovel  of  the  dipper  type.     A  common  arrangement  con- 
•  sists  of  a  pivot  casting  bolted  to  the  deck,  with  a  socket 
casting  rigidly  attached   to  the  heel  of  the  boom  at  the 
proper  angle.     Above  the  socket,  and  forming  part  of  the 
same   structure,  are  arms   radiating  to  a   rim  in  a  hori 
zontal    plane ;    around    this    rim   are    placed    ropes    which 
lead  to  winch  heads,  swinging  engines,  or  other  apparatus 
for   winding  by  power,  and  thus   swinging  the  boom  as 
desired.     The   corresponding   mechanism   in   a    derrick   is 
called  a  bull  wheel. 
Swing  Crane.     See  Crane,  Swing. 

Swing-lift  Transfer.  See  Car  Dump,  Swing-Lift  Trans 
fer. 

Switch,  Crossover.  A  switch  inserted  at  the  intersec 
tion  of  two  lines  of  overhead  monorail  track,  by  which 
either  line  of  track  can  be  made  continuous  at  will,  for 
trolleys  to  cross  over.  In  one,  known  as  a  rotary  cross 
over,  a  short  section  of  runway  at  the  junction  is  sup 
ported  from  a  small  turntable  immediately  above  it  and 
may  be  rotated  by  pendant  chains,  bringing  it  into  align 
ment  with  either  track  as  may  be  desired. 
Switch,  Limit.  A  term  applied  to  a  switch  used  for 
overhead  monorail  track,  in  which  a  horizontally  sliding 
frame  carries  two  (or  three)  short  sections  of  the  run 
way  track  fastened  to  its  lower  surface,  and  determines 
by  its  lateral  position  which  of  two  (or  three)  paths  shall 
be  followed  by  a  trolley.  It  is  termed  single  or  double 
according  to  whether  a  trolley  approaching  on  the  single 
track  can  follow  one  of  two  or  one  of  three  possible 
paths.  The  switch  is  operated  by  pendant  chains,  and  is 
locked  in  place  when  in  alignment.  This  type  of  switch, 
like  the  turntable  and  turntable  switch,  is  used  when 
there  is  not  space  enough  for  the  ordinary  tongue  switch. 
Switch,  Roller  Conveyor.  An  arrangement  in  a  gravity 
roller  conveyor  by  which  material  may  be  brought  from 
several  points  and  delivered  to  one  conveyor  line,  or 
delivered  by  one  conveyor  line  to  several  destinations. 
It  generally  consists  of  a  section  of  runway  that  can  be 
swung  or  slid  so  as  to  occupy  either  of  two  positions, 
connecting  either  of  two  runways  to  a  third.  If  a  choice 
is  offered  of  three  or  more  positions  with  a  correspond 
ing  number  of  lines,  it  is  called  a  three-way,  or  four-way 
switch,  or  simply  a  multiple  switch. 


113 


SWI 


MATERIAL    HANDLING    CYCLOPEDIA 


TIP 


Switch,     Two-way     Hopper.      See     Hopper,     Two-way 

Switch. 

Swivel.  A  fastening  between  two  pieces  which  is  so 
made  as  to  allow  one  of  them  to  rotate  relative  to  the 
other  about  the  longitudinal  axis  common  to  both  of  them. 
Swivels  are  inserted  in  chains,  and  hooks  and  blocks  are 
arranged  to  swivel  in  their  fastenings. 

To  swivel,  to  rotate.     Said  of  hooks  and  metal  fittings 
of  hoisting  machinery  in  general,  but  not  of  large  objects, 
like  cranes,  turntables,  etc. 
Tackle.     A   combination   of  ropes   and   blocks   used   for 

multiplying  power.  (See  Block  and  Tackle.) 
Table,  Gathering.  A  conveyor  used  in  book  binderies 
for  holding  a  complete  set  of  sheets  consecutively  ar 
ranged  for  assembly  into  a  book.  The  operators  remain 
at  rest  and  gather  the  sheets  in  order  as  they  pass.  It 
usually  consists  of  a  series  of  platforms  traveling  on 
guides  in  a  horizontal  plane  in  a  circular,  rectangular  or 
other  continuous  path  and  connected  by  an  endless  chain 
at  their  centers  in  such  a  manner  that  they  may  pass  from 
a  straight  to  a  circular  path,  and  even  turn  a  corner  of 
moderate  radius. 

Tag  Line.  A  line  leading  from  a  near  corner  of  a  grab 
bucket  to  the  cab  of  a  locomotive  crane  operating  it, 
and  held  under  tension  by  a  counterbalance  weight,  to 
keep  the  bucket  from  rotating  and  fouling  its  supporting 
and  operating  lines. 

Also,  a  line  attached  to  any  load  being  lifted  by  a 
crane,  to  keep  it  from  rotating,  or  to  slew  the  crane  by 
hand,  in  case  no  power  slewing  gear  is  provided. 
Take-up.  A  mechanism  for  taking  up  the  slack  or  for 
keeping  a  constant  tension  in  a  rope,  chain,  belt  or  similar 
member.  Take-ups  for  stays,  guy  lines,  etc.,  usually  con 
sist  of  a  threaded  rod  arranged  so  that  by  turning  a  nut 
with  a  wrench,  the  points  of  rope  attachment  at  the  ends 
of  the  mechanism  may  be  brought  closer  together. 

For  endless  belt  and  bucket  or  chain  and  bucket  con 
veyors  or  elevators,  the  take-up  usually  consists  of  a 
pulley  or  sprocket  shaft  mounted  in  bearings  sliding  in 
r-traight  guides  and  controlled  in  position  by  a  threaded 
rod.  or  by  the  pull  of  a  heavy  weight.  Occasionally  the 
moving  shaft  is  swung  about  a  pivot  instead  of  sliding 
in  straight  guides. 

In  cable  car  haulage  systems  and  overhead  cableways 
similar  take-ups  are  necessary  whenever  the  endless  rope 
s\>tem  is  used.  The  weighted  tension  take-up  is  most 
usual,  consisting  of  an  idler  sheave  supported  on  a  small 
four  wheel  car  which  is  always  forced  in  one  direction 
on  a  track  by  the  pull  of  a  heavy  weight.  Sometimes  a 
weighted  sheave  hangs  free  in  a  vertical  loop  of  the  rope. 
Alsn  called  a  tension  take-up  or  tension  carriage. 
Tank,  Settling.  A  device  used  for  separating  sand  into 
various  degrees  of  fineness  by  utilizing  the  variations  in 
time  required  for  the  different  grades  to  settle  out  of  a 
stream  of  water.  A  single  tank  or  box  may  be  used  to 
reject  all  particles  below  a  certain  size,  or  a  series  of 
tanks  may  effect  the  separation  into  a  scries  of  graded 
sizes.  The  boxes  or  tanks  are  automatically  self-empty 
ing,  or  arc  emptied  by  hand  shoveling,  by  small  grab 
buckets,  or  similar  implements. 

Telltale.  A  device  which  gives  audible  or  visible  indi 
cation  of  the  beginning,  progress  or  completion  of  an 
operation  on  some  piece  of  machinery ;  an  automatically 
operated  signal. 

Telpher.  A  crane  consisting  of  an  electrically  operated 
hoist  suspended  from  one  or  more  trolleys  running  on 
an  overhead  monorail  track,  and  having  a  seat  or  cage 


for  the  accompanying  operator.  Though  it  is  not  made 
in  such  large  capacities  as  overhead  traveling  cranes 
of  the  bridge  type,  since  its  function  is  more  particularly 
conveying  than  hoisting,  its  field  of  action  on  one  level 
can  be  made  practically  unlimited,  by  providing  suitable 
overhead  monorail  runway.  Elevators  can  also  be  ar 
ranged  to  move  the  telpher  with  its  load  from  floor  to 
floor  if  this  is  thought  to  be  desirable. 

Telphers  are  also  called  trolleys,  monorail  hoists,  tram 
way  or  tramrail  hoists,  and  transporters. 

Page  213,  773-cS04. 

Thermostat.  An  instrument  which  is  operated  by 
change  of  temperature,  and  which  is  often  used  to  con 
trol  the  source  of  heat  (or  cold)  so  as  to  maintain  as 
nearly  as  possible  a  constant  temperature.  As  an  example, 
a  thermostat  on  the  water  cooling  system  of  a  motor 
truck  serves  to  maintain  a  more  nearly  constant  tem 
perature  than  would  otherwise  occur. 

Thimble.  A  metal  eye,  round  at  one  end  and  pointed 
at  the  other,  made  of  a  piece  of  steel  of  concave  cross- 
section  bent  to  the  form  described.  A  manila  or  wire 
rope  is  wrapped  around  the  thimble,  lying  in  the  groove, 
and  the  free  end  is  spliced,  clipped  or  clamped  to  the 
standing  part,  making  an  eye  for  permanent  fastening 
purposes. 

Throw.  The  distance  from  the  center  of  a  shaft  to  the 
center  of  a  crank  pin  or  of  an  eccentric;  half  the  total 
travel  of  a  piece  moved  back  and  forth  by  a  crank  or 
eccentric.  Also  called  eccentricity  and  crank  radius. 
Thrust  Screw.  A  screw  by  which  a  thrust  bearing  is 
adjusted.  Also,  a  screw  by  the  rotation  of  which  a 
thrust  is  exerted  when  desired,  as  in  operating  the 
clutches  of  friction  drums  on  winches. 
Tie  or  Tie  Rod.  A  structural  member  designed  to  re 
sist  tension  in  the  direction  of  its  length.  Top  braced 
jib  cranes  are  braced  by  tie  rods.  The  boom  of  a  pillar 
crane  is  also  connected  to  the  top  of  the  pillar  by  a  tie 
rod. 

Tiering  Machine.  A  machine  by  which  heavy  packages 
are  raised  vertically  to  an  elevation  on  a  moving  platform 
and  then  rolled  or  slid  off  on  to  the  top  of  a  pile  or  on 
to  an  elevated  rack.  Also  called  Portable  Elevator. 

Page  726,  745,  770. 

Tightener.  For  derrick  guys  and  similar  locations.  A 
turnbuckle  or  other  device  for  shortening  a  rope  or 
chain  by  taking  up  slack,  without  altering  the  end  fas 
tenings. 

Also,  a  moveable  idler  pulley  or  sheave  arranged  to 
adjust  the  tension  in  a  wrapping  connector  like  rope, 
chain  or  belt  passing  around  sheaves  or  pulleys. 
Tipple.  A  structure  designed  to  transfer  material  from 
one  system  of  transportation  to  another,  largely  by  force 
of  gravity  available  on  account  of  differences  in  elevation 
of  various  parts  of  the  structure. 

Also,  a  car  dumping  device.  (See  Car  Dumper.) 
In  a  narrower  sense,  the  term  means  a  building  erected 
close  to  the  mouth  of  a  mine,  into  which  mined  material 
(as  coal)  is  delivered  by  cars,  conveyors,  chutes,  etc., 
where  it  is  screened,  separated  from  refuse  or  otherwise 
prepared  for  use,  and  from  which  it  is  delivered,  gen 
erally  by  gravity,  to  railway  cars  or  other  conveyances 
for  transportation  to  more  or  less  distant  points.  It  may 
vary  from  a  simple  trestle  with  a  car  dump  and  tracks 
below  on  which  receiving  cars  may  stand,  to  an  elaborate 
structure  with  many  levels  and  conveying  and  elevating 
devices,  screens,  picking  tables,  etc.,  and  a  complicated 


114 


TON 


DEFINITION    SECTION 


TRA 


sy.-tem   of  tracks  or  a  yard  in  which  the  receiving  cars 
arc  handled. 
Page  635. 

Tongs.  A  mechanism  for  gripping  objects  for  the  pur 
pose  of  holding,  hauling  or  hoisting,  consisting  of  two 
S-shaped  curved  parts  having  points  or  pads  at  one  end 
for  pressing  into  or  against  an  object,  and  eyes  or  other 
attachments  at  the  other  for  applying  the  pull  by  a  rope 
or  chain.  The  two  parts  are  pivoted  together  at  a  point 
between  the  ends,  the  location  of  the  point  varying  with 
the  leverage  dr.sired,  which  in  turn  depends  on  the  use 
to  which  the  tongs  are  to  be  put.  Sharp  points  are 
used  when  damage  done  by  them  does  not  matter;  flat 
pads  are  required  when  no  indentation  is  allowable. 
The  points  arc  also  specially  formed  for  lifting  certain 
objects,  such  as  structural  steel,  rails,  etc. 
Topping  Lift.  A  line  or  tackle  used  for  raising  and 
lowering  a  derrick  boom.  It  is  attached  to  the  boom 
point,  passes  around  a  sheave  at  the  mast  top,  and  thence 
down  the  mast  and  around  guide  sheaves,  to  the  proper 
drum  of  the  hoisting  winch,  or  directly  from  the  mast 
top  to  the  drum  if  n  rooster  is  used. 

Also  called  Boom   Fall. 

Toppng  Lift,  Variable.  The  term  applied  to  a  derrick 
in  which  the  inclination  of  the  boom  can  be  altered, 
particularly  in  the  case  of  A-frame  derricks  used  in 
excavating  and  dredging  work,  where  booms  of  fixed 
inclination  are  the  rule.  (Sec  Excavator,  Grab  Bucket.) 
Torque.  Turning  moment,  or  tendency  to  turn,  of 
motors,  engines,  shafting,  etc.  It  is  expressed  in  pound 
feet,  and  is  the  force  which  would  be  exerted  at  a  point 
one  foot  from  the  axis  of  rotation  if  an  arm  were  to  be 
fastened  to  the  shaft. 

Tote  Box.  A  temporary  container  used  in  manufactur 
ing  establishments  for  holding  finished  or  unfinished  parts 
while  in  storage  or  transit  from  place  to  place.  Usually 
made  of  metal,  often  flaring  so  that  they  will  stow  within 
one  another  when  empty,  and  provided  with  handles  for 
lifting  by  one  or  two  men,  or  by  a  crane. 

Page  540. 

Tower,  Coal.  A  term  often  applied  to  any  one  of  the 
numerous  types  of  coal  unloading  installations  involving 
a  tower-like  structure  into  which  coal  is  hoisted  by  a 
grab  bucket  or  a  bucket  elevator,  and  from  which  it 
moves  to  its  destination  by  chutes,  spouts,  conveyors  or 
cars  or  combinations  of  these.  Often  the  tower  is  on 
wheels  and  can  be  moved  along  the  wharf  where  it  is 
located  to  suit  the  hatchways  of  the  vessel  being  unloaded. 
(See  Unloadcr,  Coal.) 

Page  828-831. 

Tower,  Concrete.  A  high  tower  used  as  part  of  a 
system  of  concrete  distribution  by  means  of  chutes  dur 
ing  construction  operations.  It  is  built  of  steel  or  wood, 
not  ordinarily  over  250  ft.  high,  and  is  guyed  by  wire 
ropes.  The  concrete  bucket  hoist  or  elevator  passes  up 
through  it,  the  receiving  hopper  is  attached  to  one  face, 
and  also  the  boom  for  supporting  the  first  section  of 
chuting.  or  the  line  cable,  depending  on  the  system  used. 
The  receiving  hopper  must  be  raised  at  intervals  as 
the  height  of  the  structure  grows,  and  to  do  this  quickly, 
a  construction  known  as  a  quick  shift  is  sometimes 
used.  The  receiving  hopper  and  boom  are  mounted  on 
a  frame  sliding  on  the  face  of  the  tower,  and  can  be 
undamped  and  raised  to  a  new  level  by  proper  hoisting 
devices.  In  another  system  several  receiving  hoppers 
are  installed,  and  the  cams  or  stops  which  cause  the 

115 


ascending  bucket  to  dump  can  be  set  to  cause  dumping 
at  any   point  desired. 

Tower,  Horizontal  Boom.  An  elevated  structure  hav 
ing  a  horizontal  jib  (commonly  called  a  boom)  projecting 
outward  over  water,  and  equipped  with  machinery  for 
unloading  coal  and  other  bulk  material  from  floating  ves 
sels.  A  tower  of  steel  or  wood  rises  a  considerable  dis 
tance  above  the  water  and  is  provided  with  a  receiving 
hopper  projecting  from  the  side  toward  the  water.  Above 
tin's  is  the  horizontal  jib  equipped  with  a  two-sheave  trol 
ley.  The  ropes  from  a  two-rope  grab  bucket  are  led  over 
these  sheaves  and  then  diagonally  to  the  top  of  the  tower, 
where  they  pass  around  guide  sheaves  and  down  to  the 
drums  of  a  winch.  Another  single  drum  hauling  winch, 
sometimes  called  a  "trolley  engine,"  moves  the  trolley 
outward  on  the  jib  by  a  rope  passing  around  a  sheave  at 
end  of  the  jib  and  back  to  the  trolley;  the  latter  is  held 
in  position  by  a  brake  on  this  winch  drum,  and  when  the 
brake  is  released  will  move  inward  under  the  influence 
of  the  inclined  pull  on  the  bucket  ropes  leading  to  the 
peak  of  the  tower. 

The  tower  can  be  arranged  to  propel  itself  on  a  track 
along  the  wharf  to  accommodate  the  hatch  location  of  the 
vessel.  Several  such  towers  often  operate  simultaneously 
on  the  same  vessel.  A  separate  engine  or  a  geared  con 
nection  from  the  hoisting  engines  serves  to  move  the 
tower. 

Also  called  two-man  or  Boston  tower. 

Page  828-831. 

Tower,  Inclined  Boom.  An  elevated  structure  with 
machinery  equipment  located  on  a  wharf  and  used  for 
unloading  coal  and  other  hulk  material  from  vessels.  A 
jib  (commonly  called  a  boom)  projecting  from  the  upper 
part  of  the  tower  and  sloping  downward  over  the  water 
is  equipped  with  a  two-sheave  trolley.  The  two  grab- 
bucket  operating  ropes  are  attached  to  the  trolley,  pass 
down  into  the  bucket  which  they  support  in  bights  (see 
Bucket,  Four-Rope),  pass  upward  around  the  trolley 
sheaves  and  then  to  the  winding  drums  on  the  winch 
(sometimes  called  the  coal  hoist).  After  the  bucket  is 
filled  in  the  hold  of  the  vessel,  it  is  hoisted  until  it 
comes  into  contact  with  a  stop  on  the  trolley;  further 
winding  pulls  the  trolley  and  bucket  up  the  inclined  jib 
together  until  the  latter  is  over  the  hopper  in  the  tower 
side,  when  the  bucket  is  dumped  in  the  usual  manner.  In 
lowering,  release  of  the  friction  drums  on  the  winch 
allows  the  trolley  to  run  down  the  jib  to  the  desired  point, 
this  last  being  controlled  by  a  rope  attached  to  the  trolley 
and  wound  on  a  special  drum,  or  by  a  movable  stop  on 
the  trolley  runway.  When  the  trolley  stops,  the  bucket 
continues  to  descend  vertically  to  the  filling  point. 

Two  separate  hoisting  drums  arc  commonly  used  for 
handling  the  bucket,  and  they  are  often  arranged  in  line, 
or  as  a  twin-drum  winch.  They  arc  steam  or  electrically 
driven.  An  additional  engine  or  motor  or  geared  con 
nection  from  the  main  hoist  is  used  to  move  the  tower 
along  a  track  parallel  to  the  wharf.  (See  Tower  Propel 
ling  Fngine.)  The  jib  is  occasionally  curved  or  convex 
upward  instead  of  straight,  so  that  the  bucket  moves 
nearly  horizontally  during  the  last  part  of  its  travel. 

Page  831. 

Track,   Industrial.     A   general   term   covering  rails   and 
accessories    for    either   portable   or    permanent    railways. 
Page  629,  721-725. 

Track  Cable.  In  cableways,  the  cable  on  which  the 
trolley  or  traveler  runs.  (Sec  Wire  Tramway  Strand; 
Wire  Track  Cable.) 


TEA 


MATERIAL    HANDLING    CYCLOPEDIA 


TRO 


Tractive  Effort,  Tractive  Force.  The  force  with  which 
the  wheels  of  a  self-propelled  vehicle  tend  to  move  it 
forward  due  to  the  turning  effort  or  torque  exerted  on  the 
wheels  by  the  engine  or  motor.  The  maximum  tractive 
effort  which  may  be  exerted  corresponds  to  the  maximum 
torque  which  may  be  exerted  by  the  engine  or  motor,  un 
less  this  is  sufficient  to  overcome  the  adhesion  of  the 
wheels  and  allow  slipping,  in  which  case  the  maximum 
tractive  effort  corresponds  to  the  torque  which  would 
just  start  slipping. 

Tractor.  A  term  applied  to  a  self-propelled  trackless 
wheeled  vehicle  which  is  powered  and  designed  with  a 
view  to  drawing  one  or  more  other  vehicles  bearing  use 
ful  loads.  When  the  tractor  also  carries  a  load  itself,  it 
is  termed  a  tractor-truck.  Tractors  are  supported  on 
three  or  four  wheels,  or  on  a  track-laying  truck  with  or 
without  a  pair  of  wheels  in  addition.  Tractive  effort  may 
be  exerted  by  two  wheels,  by  four  wheels,  or  by  the 
track-laying  element.  The  power  plant  may  be  driven 
by  a  gasoline,  oil  or  steam  engine,  or  by  a  storage  bat 
tery  and  electric  motor. 

Page  530,  531,  544,  702-705,  728-745. 

Tractor,  Gasoline  Engine.  A  power  driven  self-pro 
pelled  industrial  truck  propelled  by  a  gasoline  engine 
(see  Truck,  Industrial,  Gasoline  Engine)  but  without 
facilities  for  carrying  a  load  on  its  own  wheels,  being 
used  merely  for  pulling  one  or  more  load  carrying 
trailers  coupled  to  it. 
Page  531,  704. 

Tractor,  Storage  Battery.  A  power  driven  industrial 
truck  operated  by  a  storage  battery  and  electric  motor, 
but  without  facilities  for  carrying  a  load  on  its  own 
wheels,  being  used  merely  for  pulling  one  or  more  load 
carrying  trucks  coupled  to  it. 

Trailer.     See  Truck,  Trailer. 

Train.  To  bring  into  proper  alinement.  Ball  and 
socket  bearings  are  sometimes  termed  self-training ;  pack 
ages  loaded  onto  a  conveyor  are  sometimes  trained  or 
brought  into  a  position  parallel  with  the  conveyor  run  by 
light  contact  spring. 

Transfer,  Cane.  A  fixed  gantry  crane  especially  rigged 
for  transferring  large  bundles  of  sugar  cane  from  one 
vehicle  to  another,  generally  from  a  wagon,  ox  cart  or 
small  car  to  a  large  car,  or  from  a  car  to  a  feeder  for 
crushing  rolls. 

Transfer  Car.  A  self-propelled  car  used  for  regularly 
transferring  bulk  material  from  one  point  to  another 
in  an  industrial  plant,  as  for  example  from  an  unloading 
machine  to  bins,  pockets  or  ground  storage.  Transfer 
cars  are  made  with  hopper  bottoms,  gable  bottoms  duir,>~ 
ing  on  both  sides,  or  sloping  bottoms  dumping  on  o..e 
side.  They  are  usually  electrically  operated  and  lui' 
singly,  though  trains  of  transfer  cars  are  sometimes  Ubt-rt. 
A  power  operated  transfer  car  may  also  draw  a  trailer. 
(See  also  Transfer  Table.) 
Page  620.  721,  722.  831. 

Transfer  Car,  Bucket.  A  car  used  for  carrying  self- 
emptying  buckets  and  tubs  to  and  from  cranes  and  hoist 
ing  machines.  Pockets  are  arranged  into  which  the 
tubs  fit  so  as  to  obviate  danger  of  moving  during  transit. 
They  may  be  placed  on  the  car  already  loaded,  or  may 
be  filled  while  they  are  on  the  car.  The  car  may  be  self- 
propelled,  may  be  a  trailer,  or  may  be  operated  by  a  wire 
rope  from  a  stationary  winding  drum. 
Page  310. 

Transfer  Table.  A  large  platform  or  table  mounted  on 
wheels  running  on  a  number  of  parallel  rails,  often  in  a 
pit  or  depression,  and  having  tracks  on  its  upper  surfaces 


running  in  a  different  direction,  generally  at  right 
angles.  The  level  of  the  top  of  the  table  is  such  that 
cars  can  be  run  onto  it  from  a  fixed  track,  and  the 
motion  of  the  table  will  then  transfer  the  cars  to  such 
a  position  that  they  can  be  run  off  onto  tracks  parallel 
to  the  first.  They  replace  a  large  amount  of  trackage, 
switches,  etc.,  that  would  otherwise  be  necessary.  Trans 
fer  tables  are  usually  self-propelled  by  power,  electric 
or  steam,  or  are  drawn  by  cables.  Small  sizes  are 
operated  by  hand. 

Where  the  cars  transferred  arc  small,  two  or  three 
transverse  tracks  are  often  laid  on  the  table,  allowing 
as  many  cars  to  be  carried  at  once. 

The    name   transfer    car    is    also    often   applied   to   the 
same  mechanism,  but  more  generally  where  the  distances 
the  cars  are  conveyed  are  greater,  and  where  the  trans 
ferring  track  has  two  rails  only. 
Also  called  a  traverscr. 

Transporter.  A  term  sometimes  applied  to  a  monorail 
hoist,  to  a  telpher,  to  a  traveling  cantilever  gantry  crane 
equipped  with  a  trolley  to  which  a  cage  is  attached,  and 
to  a  type  of  rope  operated  crane  trolley  handled  from 
winding  drums  located  at  a  fixed  point  and  used,  like  the 
preceding,  for  hoisting  and  conveying  purposes. 

Travel.  To  move  a  given  distance  along  a  definite  path. 
The  bridge  of  a  crane  is  said  to  travel,  and  the  trolley 
is  said  to  traverse  the  bridge. 

To  move  in  a  longitudinal  direction. 

Traveller.  A  wheeled  car  or  carriage  capable  of  move 
ment  to  and  fro  along  a  rope,  elevated  beam  or  bridge; 
a  trolley. 

Traverse.  To  move  across,  to  move  in  a  definite  path 
in  a  transverse  direction.  The  bridge  of  a  crane  is  said 
to  travel  on  its  runway  and  the  trolley  to  traverse  the 
bridge.  Also  to  rack. 

Trim.  To  distribute  or  level  a  bulk  material  as  it  is 
being  discharged  into  a  space,  as  a  car,  or  the  hold  or 
bunker  of  a  ship.  Also,  to  move  bulk  material  by 
hand  or  power  appliances  to  a  location  where  it  can  be 
reached  by  grab  buckets  or  other  unloading  devices,  as 
to  trim  the  coal  between  the  hatches  in  unloading  a 
vessel.  Also,  to  distribute  a  load  in  a  vessel  so  that  the 
latter  has  no  side  tip,  and  little  or  no  longitudinal 
inclination. 

Triplex  Block,  Triplex  Hoist.  See  Hoist,  Epicyclic 
Geared  Chain. 

Trolley.  In  hoisting  machinery,  a  wheeled  carriage  or 
truck  which  can  move  along  an  overhead  runway  pro 
vided  for  it,  and  which  is  used  as  part  of  a  crane  in 
connection  with  a  hoist,  either  built  into  it  (see  Hoist, 
Trolley;  Hoist,  Built-in)  or  hung  onto  it  (see  Hoist, 
Independent).  It  may  be  moved  along  the  runway  by 
direct  pushing,  by  gravity,  by  hand  or  power  operated 
gearing  working  through  the  wheels,  or  by  power  or 
hand  pull  on  ropes  or  chains  directly  attached  to  it. 
Some  of  the  various  forms  of  trolleys  are  as  follows : 
monorail,  or  two  rail ;  single  or  double  I-beam ;  plain 
or  geared ;  top  running  or  bottom  running ;  deck  bridge 
or  through  bridge ;  single  or  tandem. 

The  principal  parts  of  a  trolley  for  a  two-girder  bridge 
are :  side  frames,  machinery  and  load  girts,  wheels,  axles, 
bearings,  motors,  shafts,  gears,  brakes,  drum,  hoisting 
rope,  equalizer  sheave,  top  block,  bottom  block,  and  load 
hook. 

Also   called   carriage   carrier    (especially   for   monorail 
types),  crab   (British). 
Page  287,  773-785. 


116 


TRO 


DEFINITION    SECTION 


TRO 


Trolley,  Adjustable.  A  monorail  crane  trolley  arranged 
for  running  on  the  lower  flanges  of  an  I-beam  and  which 
can  be  adjusted  to  suit  several  different  widths  of  flanges. 
This  is  usually  accomplished  by  making  the  frame  in 
halves,  and  varying  the  thickness  of  the  distance  piece 
between  them. 

Also,  the  term  applied  to  a  monorail  crane  trolley 
in  which  the  two  halves  of  the  frame  are  hinged  to 
gether  in  such  a  way  that  they  may  be  easily  swung 
out  to  clear  the  runway  flanges,  so  th.vt  the  trolley  may 
be  removed  from  the  I-beam  without  running  it  off  the 
open  end. 

Trolley,  Bottom-running.  A  monorail  crane  trolley 
which  is  supported  on  wheels  running  on  the  bottom 
flanges  of  I-beam  track  or  runway.  (See  also  Trolley, 
Monorail.) 

Also,  in  a  two-girder  bridge  crane,  a  trolley  running 
on  the  inside  lower  flanges  of  the  girders.  Also  called 
a  through-bridge,  submerged,  or  internal  trolley. 

Trolley,  Deck-bridge.  A  crane  trolley  for  a  two-girder 
bridge,  which  runs  on  rails  laid  on  the  top  of  the  girders ; 
a  top-running  trolley,  as  distinguished  from  a  through- 
bridge  or  bottom-running  trolley.  It  is  the  most  used 
type  of  bridge  trolley,  the  other  form  only  being  sub 
stituted  to  meet  special  requirements. 

Trolley,  Flat-rail.  A  top-running  monorail  crane  trol 
ley  which  runs  on  a  flat  top  rail  of  rectangular  section. 
(Also  called  a  bar  trolley.) 

Trolley,  Geared.  A  crane  trolley  which  is  racked,  or 
has  its  track  wheels  rotated  by  a  train  of  gearing  driven 
either  by  hand  or  by  power.  (See  Trolley,  Plain.)  The 
simplest  type  of  hand  gearing  consists  of  a  pendant  chain 
on  a  chain  sheave,  which,  by  means  of  a  pinion  on  its 
shaft,  drives  a  gear  keyed  to  a  wheel  axle;  a  second 
gear  reduction  is  used  where  the  load  is  great.  In 
electrically  operated  cranes,  a  motor  replaces  the  hand 
chain  and  sheave. 

(For  trolley  hoist  gearing,  see  Hoist,  Trolley.) 
Page  774-782. 

Trolley,   Grab-bucket.     See   Trolley,   Bucket. 

Trolley,  Hammerhead.  A  rotating  horizontal  cantilever 
crane  structure  mounted  on  a  truck  or  trolley  for  travel 
ing  an  elevated  runway.  (See  Crane,  Horizontal  Ro 
tating  Cantilever.) 

Trolley,  Hose.  A  small  trolley  made  to  run  on  a  wire 
rope  or  an  I-beam  to  hold  up  a  loop  of  hose.  Travelling 
air  apparatus,  like  an  air  hoist  mounted  on  a  crane  trol 
ley,  is  supplied  with  air  through  a  hose,  and  in  order 
to  keep  this  hose  off  the  floor,  and  yet  allow  the  hoist 
to  move  back  and  forth  as  desired,  the  hose  is  suspended 
in  a  series  of  loops  each  attached  to  a  hose  trolley.  The 
trolleys  run  on  a  tight  wire,  or  on  a  flange  of  the  crane 
girder  and  are  made  swivcling  or  non-swiveling. 

Trolley,  Monorail.  A  trolley  or  truck  running  on  a 
single  rail,  and  used  for  supporting  a  hoisting  unit.  The 
track  wheels  may  run  on  top  of  a  rectangular  or  I-beam 
section  rail,  on  the  lower  flanges  of  an  I-beam,  or  on 
special  shaped  rail  of  various  cross  sections.  At  least 
two  wheels  are  used  for  a  top-running,  and  four  for  a 
bottom-running  trolley.  If  sharp  curves  must  be  trav 
ersed,  two  four-wheel  trolleys  or  monorail  trucks  are 
connected  by  a  swivel  to  a  bar  on  which  the  hoisting  unit 
is  hung.  Where  very  heavy  loads  must  be  carried,  as 
many  as  sixteen  wheels,  arranged  as  four  four-wheel  trol 
leys,  may  be  used.  These  arc  arranged  in  pairs,  each 
pair  supporting  its  own  equalizing  bar,  which  in  turn  sup 


ports  a  main  bar.  The  individual  trucks  may  be  hinged 
to  the  bars,  and  the  large  bar  hinged  to  the  smaller  ones, 
giving  the  utmost  flexibility. 

The  hoisting  unit  is  usually  independent,  and  is  either 
hung  onto  an  eye,  or  attached  by  bolts  to  the  trolley. 

The  parts  of  a  plain  monorail  trolley  are  side  frames, 
wheels,  axles,  distance  piece,  separator  or  yoke,  hook  or 
eye,  and  often  a  chain  sheave  and  hand  chain.  A  geared 
trolley  has,  in  addition,  one  or  more  gear  shafts  and 
gears. 

In  some  cases  there  are  small  vertical  rollers  mounted 
in  pockets   in   the  side   frames,  and   bearing  against  the 
edges  of  the  lower  flange  of  the   I-beam,  to  center  the 
trolley  and  keep  it  from  swinging. 
Also  called  carrier. 

While  the  majority  of  monorail  trolleys  are  hand 
traversed,  especially  for  light  loads,  a  power  driven  trol 
ley  is  used  when  the  distances  travelled  are  great,  and 
for  heavy  loads.  This  is  usually  accomplished  by  a 
small  motor  geared  to  the  trolley  wheels,  and  entirely 
independent  of  the  hoisting  motor.  Such  a  trolley  may 
be  floor  controlled,  but  is  also  often  fitted  with  a  trailer 
cab  carrying  the  operator. 

Also  called  a  telpher,  and  a  man-trolley,  and,  when 
equipped  with  a  grab  bucket,  a  grab  bucket  man  trolley. 

Page  213,  774-800. 

Trolley,  Plain.  A  crane  trolley  which  is  moved  along 
its  runway  by  means  of  a  pendant  hand  chain  rotating  a 
chain  sheave  which  is  directly  connected  to  the  axle  of 
one  of  the  wheels,  without  the  interposition  of  any  gear 
ing.  Used  for  small  capacities  only,  and  usually  with  an 
independent  hoist. 

Also,  a  trolley  which  is  without  pendant  chain  for 
travelling  it,  and  is  moved  solely  by  push  or  pull  of  the 
hand ;  a  push  trolley. 

Page  774-782. 

Trolley,  Swiveling.  A  crane  trolley  which  is  mounted 
with  its  hoisting  gear  and  motor  on  a  turntable  in  such  a 
way  that  it  can  be  rotated,  moving  the  load  with  it.  Such 
trolleys  are  installed  in  forge  cranes,  and  in  bridge  storage 
cranes  carrying  two-rope  grab  buckets  used  to  unload 
bulk  material  like  ore  and  coal  from  the  hold  of  a  vessel. 
Also  called  turntable  trolley. 

Trolley,  Tandem.  Two  four-wheel  monorail  crane 
trolleys  placed  near  each  other  and  connected  by  swivels 
to  an  equalizing  bar  which  carries  the  load.  This  is 
similar  in  action  to  an  eight-wheel  swiveling  truck  car 
on  a  two-rail  truck,  and  has  the  twofold  advantage  of 
distributing  the  load  over  a  considerable  length  of  track, 
and  passing  around  curves  easily. 

Trolley,  Through-bridge.  A  trolley  which  runs  between 
the  girders  of  a  bridge  crane,  carried  on  rails  mounted  on 
the  inside  lower  flanges  of  the  girders.  This  allows  diag 
onal  bracing  between  the  tops  of  the  two  girders,  but 
loads  them  eccentrically.  (Compare  Deck-bridge  Trolley.) 
(Also  called  internal  trolley.) 

Trolley,  Top-running.  A  monorail  crane  trolley  which 
is  supported  by  wheels  running  on  the  top  of  a  bar  or 
I-beam  rail.  (See  also  Trolley,  Monorail.) 

Also,  in  a  two-girder  bridge  crane,  a  trolley  which 
runs  on  rails  laid  on  the  top  of  the  girders.  (Also  called 
a  deck-bridge  trolley;  on-top  trolley.) 

Trolley,  Wire  Cable.  A  trolley  having  wheels  grooved 
to  run  on  a  track  cable.  If  more  than  two  wheels  are 
used  in  the  same  trolley,  some  form  of  equalizing  device 
must  be  used  to  allow  the  wheels  to  conform  to  the 
curvature  of  sag  of  the  wire  rope. 


117 


TRO 


MATERIAL    HANDLING    CYCLOPEDIA 


TRU 


Trolley  Bucket.  A  trolley  for  an  overhead  travelling 
crane  especially  arranged  for  handling  a  two-rope  grab 
bucket.  Usually  separate  drums  driven  by  independent 
motors  are  provided,  arranged  so  that  they  may  be 
operated  in  unison.  Another  arrangement  is  to  have 
separate  drums  which  can  be  connected  to  each  other  or 
to  the  motor  by  friction  clutches.  The  direction  in  which 
it  is  desired  to  have  the  bucket  open — parallel  to  the 
bridge,  or  at  right  angles — may  also  dictate  the  par 
ticular  arrangement  of  the  drums. 

(For  method  of  operating  a  two-rope  bucket,  see  Buc 
ket,  Two-rope.) 

Page  786-800. 

Truck.  A  wheeled  vehicle  capable  of  running  on  rea 
sonably  smooth  surfaces  without  tracks,  and  able  to 
carry  freight.  Trucks  may  be  classed  according  to  the 
service  performed  as  industrial,  or  motor,  the  latter  terms 
being  commonly  applied  to  power  trucks  running  on 
highways;  according  to  the  method  of  moving  them  as 
hand,  trailer  or  power.  A  power  truck  may  be  driven 
by  a  gasoline  or  other  internal  combustion  engine ;  by 
an  electric  motor  supplied  with  current  from  a  storage 
battery  carried  by  the  truck,  a  flexible  cable  and  plug-in 
connections  located  along  the  route  or  from  an  overhead 
feed  wire  and  trolley  with  flexible  connections  to  the 
truck;  or  by  a  steam  engine  and  boiler.  Trucks  may 
also  be  classed  as  fixed  platform  trucks,  made  in  many 
forms,  or  as  lift  platform  trucks,  able  to  pick  up  and 
deposit  their  own  loads  or  able  to  elevate  packages  to  be 
stacked  or  tiered  on  high  racks  or  piles.  According  to 
the  number  of  wheels  they  may  be  termed  two  wheel, 
three  wheel,  four  wheel  and  six  wheel ;  according  to  the 
method  of  steering  as  tongue,  wheel  (like  an  automo 
bile),  or  horizontal  or  vertical  lever. 

Page  519,  726-748. 

Truck,  Baggage.  A  hand  operated  truck  developed  to 
meet  the  needs  of  baggage  and  express  companies  in 
handling  material  to  and  from  railway  cars.  It  consists 
of  a  platform  supported  on  four  wheels,  with  an  addi 
tional  swiveling  one  often  added  in  front  to  allow  easy 
turning.  The  sides  may  be  closed  by  stakes  or  racks, 
and  the  ends  are  enclosed  vertically  or  may  slope  outward 

Page  520. 

Truck,  Balanced.  A  hand  or  trailer  truck  which  is 
supported  on  two  fairly  large  wheels  rotating  on  fixed 
axes  underneath  each  side  near  the  center,  and  by  one 
or  two  caster  wheels  at  each  end,  making  four  or  six 
wheels  in  all.  The  center  wheels  are  larger  or  are  set 
lower  than  the  end  wheels  and  carry  most  of  the  load 
balanced  on  them.  The  truck  may  be  pushed  by  hand 
or  towed  as  a  trailer. 

Also  called  a  six-wheel  truck,  or  a  tilting  truck 
Page  537. 

Truck,  Box.     A  low  truck  for  moving  large  and  heavy 
boxes,  machines,  bales,  etc.,  as  a  single  unit.     It  consists 
of  a  rectangular  frame  of  wood  or  metal  supported  on 
four   or   six   wheels,   and   having   ends   so   shaped   as   to 
allow  the  heavy  pieces  to  be  loaded  easily  on  the  truck. 
x  wheels  are  used,  the  center  ones  arc  often  some 
what  larger  or  placed  lower,  so  that  the  whole  truck  will 
swing  easily ;  all  the  wheels  arc  often  arranged  to  swivel 
like  casters. 
Page  519,  537. 

Truck,  Caster.  A  hand  or  trailer  truck  which  is  sup 
ported  by  three  or  four  swivelling  wheels  of  the  caster 
type.  Two  or  more  of  the  casters  may  be  connected  by 
an  iron  bar  so  as  to  force  them  to  swing  simultaneously 


If  moved  by  hand,  it  is  generally  pushed;   if  by  power, 
it  is  towed   from  the   front  end,  as   a   trailer. 

Page  535. 

Truck,  Drop  Frame.  A  truck  having  the  platform 
lowered  between  the  wi.eels  to  a  level  where  it  will  just 
clear  the  ground.  It  is  stepped  up  at  each  end  over  the 
wheels,  and  if,  as  is  usual,  driven  by  storage  battery  and 
its  steering  knuckles  interconnected  by  steering  rods  in 
motor,  the  battery  is  placed  beneath  this  elevated  por 
tion  at  one  end,  and  the  motor  at  the  other.  A  hinged 
driver's  platform  and  controller  is  provided  at  each  end. 

Page  537. 

Truck,  Electric  Motor  or  Electric.  A  motor  truck  in 
which  a  storage  battery  and  electric  motor  provide  the 
motive  power.  The  batteries  are  usually  mounted  be 
neath  the  frame  of  the  chassis  in  one  or  more  trays 
which  can  be  easily  removed  for  repairs,  charging  or 
replacement  with  a  charged  set.  The  motor  is  series 
wound,  of  the  multipolar  type  with  forged  or  laminated 
poles,  is  hung  from  a  spring  mounted  frame  and  either 
drives  the  rear  axle  differential  directly,  or  drives  a 
jack  shaft  in  front  of  it,  from  which  one  or  two  chains 
are  used  to  drive  the  rear  axle. 

(See  also   Truck,   Industrial   Storage  Battery). 
Page  549. 

Truck,  Elevating  Platform.  A  self-loading  truck  which 
has  a  lower  forward  extension  that  can  be  run  under  skid 
platforms  prepared  for  it,  and  lift  them  from  the  ground, 
with  or  without  load.  Truck  and  load  may  then  be 
moved  to  the  desired  destination,  and  there  lowered,  the 
truck  withdrawing  from  under  the  skid  platform  and 
going  on  to  other  work.  They  may  be  hand  or  power 
operated.  Hand  lift  trucks  are  usually  operated  entirely 
by  the  action  of  the  handle ;  power  lift  trucks  usually 
have  separate  motors  for  the  lifting  and  the  propelling 
movements.  Instead  of  a  complete  platform,  two  bars 
only  are  often  provided  to  lift  the  load. 
Also  called  Lift  Truck. 
Page  521,  526,  728-748. 

Truck,  Fifth  Wheel.  A  hand  trailer  truck  having  its 
front  axle  swivelling  on  a  vertical  king  pin  at  its  center, 
mating  circular  tracks  fixed  to  the  top  of  the  axle  and 
the  bottom  of  the  body  serving  to  carry  the  load  and 
still  allow  turning  of  the  axle  for  the  purpose  of  steering. 
If  pulled  and  steered  by  a  tongue  fixed  in  the  axle,  it  is 
called  a  tongue  truck. 

Page  535,  729-748. 

Truck,  Four-Wheel  Drive.  A  truck  which  has  power 
supplied  to  all  four  of  its  wheels,  making  them  all  pro 
ductive  of  tractive  effort.  Wheels  which  drive  and  steer 
at  the  same  time  must  have  special  universal  joints  or 
equivalent  arrangements  in  the  shafts  to  permit  the  two 
motions  to  take  place. 

Page  531. 

Truck,  Four-Wheel  Steer.  A  trailer  truck  which  has 
its  steering  knuckles  interconnected  by  steering  rods  in 
such  a  way  that  the  pairs  at  opposite  ends  move  sym 
metrically  in  response  to  a  side  movement  of  the  coupling 
at  the  front  end  produced  by  the  tractor  passing  around 
a  curve.  The  trailer  will  track  perfectly,  and  can  be 
hauled  from  either  end,  though  it  cannot  be  manoeuvcred 
easily  by  hand. 

Truck,  Gasoline  Motor.  A  motor  truck  in  which  a 
gasoline  engine  provides  the  motive  power.  The  usual 
type  of  gasoline  motor  truck  has  a  power  plant  con 
sisting  of  a  four  cylinder  vertical  four  stroke  cycle 
engine  with  electric  ignition  provided  by  a  magneto  or  a 
battery,  or  both.  A  few  engines  are  air  cooled,  but  the 


118 


TRU 


DEFINITION    SECTION 


TUR 


great  majority  are  water  cooled,  the  water  being  cir 
culated  through  jackets  around  the  cylinders  of  the 
engine,  and  cooled  by  being  passed  through  a  radiator 
mounted  at  the  extreme  front  of  the  truck;  the  circula 
tion  may  be  produced  by  a  centrifugal  pump  or  may  be 
natural  due  to  the  expansion  of  the  liquid  on  being 
heated.  Gasoline  is  stored  in  a  tank  and  is  fed  by  vari 
ous  means  to  a  carburetor  placed  on  the  engine,  which 
vaporises  and  mixes  it.  with  a  proper  amount  of  air. 
The  engine  exhaust  is  led  beneath  the  car  or  to  the  rear 
through  an  exhaust  pipe  in  which  is  a  muffler.- 
Truck,  Hand.  A  freight  carrying  truck  which  is  pro 
pelled  and  steered  by  the  operator  walking  along  with  it 
and  pushing  it  from  behind  or  pulling  from  ahead. 

Page  519,  748. 

Truck,  Industrial.     .\  general  term  applied  to  trackless 
wheeled  vehicles  of  various  descriptions  used  for  convey 
ing   material   within  the  buildings  of  an  industrial  estab 
lishment,   from  one  building   to   another,   or,   for   limited 
distances,  around  the  grounds  of  such  a  plant.     For  short 
distances  and  small  capacities  they  are  usually  hand  op 
erated  ;  for  longer  distances  and  larger  capacities  they  are 
operated  by  electrical  or  gasoline  motors. 
(See  Truck,  Motor.) 
Page  519,  726-748. 

Truck,  Lift.     See  Truck,  Elevating  Platform. 
Truck,   Lift,   Hand.     A   lift   truck   in  which   the   load  is 
raised  and  the  truck  and  load  are  pulled  by  hand  power 
(except  when  used  as  a  trailer). 

Page  521,  747-748. 

Truck,  Motor.  A  general  term  applied  to  self-propelled 
trackless  wheeled  vehicles  of  various  description  used  for 
conveying  material  considerable  distances  over  streets. 
They  are  operated  by  gasoline,  electric  and  steam 
motors,  the  relative  importance  being  in  the  order  given. 
A  motor  truck  consists  primarily  of  a  chassis  and  a 
tody.  \Yith  the  chassis  are  included  the  power  plant, 
transmission,  drive,  wheels,  axles,  springs,  frame,  and 
the  brake,  steering  and  power  controls.  Bodies  are 
made  in  many  types. 

Page  549,  702. 

Truck,  Platform.  A  truck,  consisting  of  a  horizontal 
platform  usually  supported  on  four  wheels.  It  may  be 
operated  by  hand,  may  have  its  own  motive  power,  may 
be  pulled  by  another  truck  having  motive  power,  thereby 
acting  as  a  trailer,  or  may  be  pulled  by  a  cable.  The 
platform  may  be  single,  or  have  several  decks;  one  or 
more  sides  may  be  closed  by  stakes  or  solid  walls,  or 
special  racks  to  suit  material  may  be  provided. 

Page  521.  525,  527. 

Truck,  Radial.  A  two-wheel  truck  which  is  free  to 
turn  about  a  pivot  on  the  center  line  of  the  car  under 
which  it  is  placed,  radius  bars  being  used  to  connect  it 
with  this  center. 

Truck,  Rigid.  A  truck  which  has  its  wheel  axle  bear 
ings  rigidly  fixed  so  that  they  cannot  rotate  about  a  ver 
tical  axis.  Such  a  truck  offers  considerable  resistance  to 
movement  along  curved  track. 

Truck,  Stevedore.  A  hand  operated  truck  consisting 
of  a  platform  supported  on  two  wheels  placed  one  on 
each  side  near  the  front,  and  steered  and  controlled  by  a 
man  grasping  two  handles  placed  one  at  each  side  at  the 
rear.  A  ledge  at  the  front  end  keeps  the  load  from  slip 
ping  off,  and  aids  in  lifting  the  load  by  being  slipped 
under  the  edge  of  the  latter  when  it  is  tipped  slightly 
awav  from  the  truck.  Many  variations  of  this  truck  are 


made  to  suit  the  shape  of  the  packages  to  be  handled  or 
special   conditions  of  operation. 

Page   521.  74S. 

Truck,  Swiveling.  A  wheel  truck  which  is  pivoted  under 
a  car  in  such  a  way  that  it  may  rotate  about  a  vertical 
axis,  or  swivel,  as  the  car  moves  along  a  curved  track. 
Locomotive  cranes  are  usually  mounted  on  two  such 
trucks. 

Truck,  Tiering.  A  power  lift  truck  which  has  the  high 
uprights  and  long  lift  for  the  platform  possessed  by  a 
tiering  machine.  It  is  usually  motor  driven  by  a  storage 
battery;  the  propelling  and  lifting  may  be  performed  by 
the  same  motor,  but  separate  ones  arc  usually  furnished. 

Page  526,  726,  745. 

Truck,  Trailer.  A  wheeled  truck,  without  power,  which 
is  furnished  with  couplings  and  steering  arrangements 
that  enable  it  to  be  coupled  to  and  hauled  behind  a  trac 
tor  or  another  trailer.  Trailers  which  can  be  drawn  from 
either  end  are  termed  reversible.  Trailers  may  be  classed 
according  to  the  method  of  steering  them  as  four  wheel 
steer,  caster,  balanced,  and  fifth  wheel  steer.  (See  Truck, 
Four  Wheel  Steer,  etc.) 

Plain  platforms  or  bodies  of  any  desired  type  may  be 
mounted  on  trailer  trucks,  or  special  racks  or  supports 
for  carrying  large  or  awkward  shaped  objects. 

Page  535,  577,  729-748. 

Truck-tractor.  A  truck  which  is  able  to  draw  a  trailer 
with  a  load  in  addition  to  carrying  a  load  on  its  own 
platform. 

Page  574. 

Trunnions.  A  pair  of  cylindrical  projections  on  oppo 
site  sides  of  an  object,  and  supported  in  bearings  in  such 
a  way  that  the  object  can  rotate  about  the  axis  of  the 
trunnions,  as  ladle  trunnions. 

Load  hooks  are  sometimes  suspended  on  trunnions,  sup 
ported  in  bearings  in  the  frame  of  the  load  block,  to 
prevent  the  load  block  being  tilted,  due  to  improper  ar 
rangement  of  slings  on  the  hook. 
Trunnion  Screen.  See  Screen.  Revolving. 
Tub.  A  term  often  applied  indiscriminately  to  round 
buckets,  bottom  dump  buckets  and  turnover  buckets,  espe 
cially  when  of  the  type  described  under  Bucket,  Coal. 
Turnbuckle.  A  device  for  connecting  two  parts  of  a 
bar.  rod  or  rope  together  with  an  adjustable  tension.  It 
consists  of  a  sleeve  with  internal  right  hand  and  left 
hand  threads  at  the  two  ends  screwing  onto  correspond 
ingly  threaded  bar  ends  or  shank  of  eyes.  Or  it  may 
have  a  swivel  at  one  end.  and  a  right  hand  thread  at  the 
other.  The  sleeve  is  turned  by  a  wrench  or  by  a  bar 
through  a  hole  in  the  center. 

Turnhead.  A  swiveling  connection  between  a  spout 
and  the  bottom  of  the  hopper  or  bin  whose  contents  are 
discharged  through  it,  and  which  carries  part  or  all  of  the 
weight  of  the  spout.  It  is  usually  arranged  to  allow  the 
spout  to  rotate  freely  about  a  vertical  axis  through  the 
center  of  the  opening,  and  also  often  provides  for  a  mod 
erate  amount  of  motion  or  flexibility  about  a  horizontal 
axis  between  two  portions  of  the  turnhead  itself. 
Turntable.  A  circular  platform  mounted  on  a  pivot  at 
its  center  and  with  wheels  or  rollers  around  its  periphery 
running  on  a  circular  rail  underneath,  the  whole  being 
capable  of  revolution  in  a  horizontal  plane.  A  transfer 
table  in  which  the  motion  is  rotary. 

Rotating  cranes  of  the  pillar  or  self-supporting  variety 
are  constructed  with  turntables  which  generally  carry  a 
superstructure  with  the  pillar,  boom  and  hoisting 
machinerv. 


119 


TUR 


MATERIAL    HANDLING    CYCLOPEDIA 


UNL 


Locomotive  turntables  are  constructed  with  a  complete 
circular  table  with  several  tracks,  or  may  be  simply  a 
long  girder  with  one  line  of  track,  supported  by  wheels 
at  the  end. 

The  turntable  of  a  locomotive  crane  consists  of  a  base 
ring  (which  generally  has  teeth  cut  externally  or  inter 
nally  and  is  used  for  slewing  by  power)  on  which  rest 
the  wheels  or  rollers.  These  may  turn  on  pins  directly 
carried  by  the  rotating  frame,  or  they  may  be  carried  by 
a  separate  case,  interposed  between  the  circular  track  on 
the  base  and  a  similar  circular  track  on  the  rotating 
frame.  At  least  four  rollers  are  used,  two  at  the  front, 
and  two  at  the  rear  opposite  the  boom;  sometimes  four 
are  placed  in  front  under  the  boom,  and  there  is  often  a 
complete  circle  of  rollers,  this  always  being  the  case 
when  a  separate  cage  is  used. 

Turntable,  Air  Jack.  An  air  jack  mounted  centrally 
under  a  turntable  in  such  a  way  that  when  the  turntable 
is  elevated  by  the  air  pressure  in  the  jack,  it  is  free  to 
turn,  the  plunger  floating  on  air.  Especially  applicable  to 
the  right  angle  junction  of  two  tracks,  where  it  may  not 
be  desirable  to  cut  the  rails  to  install  an  ordinary  turn 
table.  The  rectangle  within  the  rails  is  mounted  on  the 
jack,  and  lifts  the  truck  wheels  by  rising  beneath  the 
flanges. 

Turntable,  Ball-bearing.  A  turntable  which  rotates  on 
hardened  steel  balls  running  in  machined  races  or  grooves, 
one  race  in  the  foundation  plate  and  one  in  the  bottom  of 
the  table.  These  tables  rotate  easily,  and  support  the  load 
at  widely  distributed  points.  Ball  bearings  are  not  often 
used  on  turntables  carrying  heavy  loads. 

Turntable  Transfer  Car.  A  turntable  mounted  on  a 
transfer  table  or  car,  in  order  that  an  industrial  car  may 
not  only  be  transferred  from  track  to  track  without  going 
through  switching  operations,  but  may  be  turned  around 
as  well.  The  turntable  is  seldom  applied  to  other  than 
small  cars. 

Page  609,  721-724. 

U-bolt.  A  piece  of  round  iron  bent  into  the  form  of  the 
letter  U,  with  the  two  ends  threaded  and  provided  with 
nuts,  and  generally  used  to  clamp  a  cross-piece  or  similar 
part  to  a  round  rod,  pipe,  or  its  equivalent. 

Undercut.  A  term  applied  to  a  gate  or  valve  for  con 
trolling  the  flow  of  loose  bulk  material  from  a  hopper  or 
bin,  when  it  operates  to  cut  off  the  flow  by  coming  up 
through  the  material  from  below.  With  this  arrange 
ment  there  is  somewhat  less  tendency  for  lumps  to  pre 
vent  complete  closing  of  the  valve.  It  is  more  often  ap 
plied  to  quadrant  than  to  sliding  gates. 

Universal  Joint  or  Universal  Coupling.  A  form  of 
coupling  used  to  connect,  for  the  purpose  of  power 
transmission,  two  shafts  which  intersect,  but  are  not  in 
line  with  one  another.  The  most  common  form  is  known 
as  Hooke's  joint;  it  will  theoretically  allow  a  lack  of 
alignment  of  as  much  as  90  deg.,  but  on  account  of 
cramping  and  interference,  the  maximum  practical  angle 
is  about  45  dcg.  The  angular  velocity  ratio  will  be  varia 
ble ;  that  is,  if  one  shaft  rotates  at  a  constant  speed,  the 
other  one  will  have  a  periodically  varying  speed.  If  two 
of  these  joints  be  used  with  a  short  piece  of  shaft  be 
tween  them,  and  the  coupling  parts  are  properly  arranged 
on  the  two  ends  with  respect  to  each  other,  a  constant 
angular  velocity  ratio  may  be  obtained.  The  two  shafts 
need  not  have  their  center  lines  intersecting  in  this  case. 
As  constructed,  universal  joints  generally  take  the  form 
of  forked  ends,  pinned  or  keyed  on  each  of  the  shafts, 
pointing  toward  each  other,  and  pinned  to  points  on  the 


surface  of  a  sphere,  90  deg.  apart,  or  to  the  ends  of  a 
cross. 

Universal  joints  are  used  to  drive  the  swiveling  trucks 
of  locomotive  cranes  from  a  central  longitudinal  hori 
zontal  shaft,  and  allow  them  to  take  the  angular  posi 
tion  required  by  curves  over  which  they  operate. 

Unloader.  Any  device  or  machine  which  will  mechani 
cally  remove  a  cargo  or  load  from  a  floating  vessel,  car, 
truck,  wagon  or  other  vehicle  of  transportation.  The 
vehicle  may  carry  its  own  unloader,  as  a  truck  crane, 
or  a  self-unloading  ship,  or  it  may  be  brought  to  a  fixed 
(or  adjustable)  unloader.  The  unloader  may  be  designed 
for  handling  bulk  material  or  packages.  In  the  former 
case  it  may  consist  of  a  top-filled  or  self-filling  grab 
bucket,  of  an  elevator  conveyor,  of  a  pneumatic  conveyor, 
or  (for  liquids)  of  a  pump.  If  for  packages,  it  may  be  a 
cargo  crane,  or  a  special  conveyor  elevator. 

Unloader,  Automatic  Ore.  A  machine  designed  for  the 
rapid  unloading  of  iron  ore  from  the  holds  of  vessels  of 
the  type  developed  on  the  Great  Lakes,  with  numerous 
narrow  hatchways  extending  nearly  the  full  width  of  the 
shipt,  but  narrow  in  a  fore  and  aft  direction.  The  un 
loader  consists  of  a  large  grab  bucket  mounted  eccen 
trically  on  the  lower  end  of  a  vertical  leg,  and  which 
can  be  rotated  about  a  vertical  axis.  This  leg  is  hinged 
at  its  top,  and  at  a  point  about  a  third  of  the  way  down, 
to  two  oscillating  beams  which  are  connected  at  their 
inner  or  shore  ends  to  horizontal  axes  between  vertical 
columns  carried  on  one  end  of  a  trolley.  The  leg,  two 
beams  and  columns  form  a  parallel  motion  and  the  hoist 
ing  bucket  can  thus  be  directed  to  any  part  of  the  hold. 

The  trolley  is  mounted  on  wheels  on  a  bridge  extending 
at  right  angles  to  the  wharf;  another  trolley  carrying  a 
bottom  dumping  weighing-hopper  runs  on  rails  beneath 
the  bridge,  parallel  to  the  top  trolley.  The  loaded  grab 
bucket  is  brought  inshort  by  moving  the  trolley  backward; 
the  ore  is  dumped  into  the  weighing-hopper  from  which 
it  is  discharged  into  a  railway  car  on  any  one  of  a  num 
ber  of  tracks  beneath  by  moving  the  lower  trolley,  or  is 
carried  to  the  inshore  end  of  the  bridge  and  dumped  into 
a  temporary  storage  bin  in  which  it  can  be  reached  by  the 
grab  bucket  of  a  storage  bridge  whose  cantilever  over 
hangs  it.  The  entire  unloading  machine  travels  on  rails 
parallel  to  the  wharf  and  may  be  moved  from  hatch  to 
hatch  of  the  vessel  as  desired. 

The   top   oscillating   beam    is    extended   backward   and 
has  a  weight  which  counterbalances  the  overhanging  por 
tions  ;  this  weight  consists  in  part  of  the  bucket  operating 
machinery.     The  operator's  station  is  inside  the  vertical 
leg  just  above   the  bucket,  in   which   position  he  has  an 
unobstructed  view  of  the  latter,  and  can  maneuver  it  so 
as  to  take  up  all  the  ore  in  the  vessel's  hold. 
Also  called  stiff-leg  unloader. 
Page  283. 

Unloader,  Bridge  Type.  A  traveling  gantry  crane  hav 
ing  a  cantilever  extension  over  the  hatchway  of  a  vessel 
at  a  wharf,  and  used  for  unloading  its  contents,  gen 
erally  by  a  grab  bucket  suitable  for  handling  bulk  mate- 
terial.  The  bridge  stands  at  right  angles  to  the  edge  of 
the  wharf,  travels  along  it  on  rails,  and  has  a  horizontally 
telescoping  (see  Unloader,  Ram  Type)  or  vertically 
swinging  arm  extending  over  the  water,  which  can  be 
moved  out  of  the  way  while  a  vessel  is  docking  or  leav 
ing.  The  trolley  carries  a  grab  bucket  which  picks  up  the 
material  and  moves  it  back,  to  be  dumped  directly  into 
a  railroad  car  under  the  front  end  of  the  bridge,  or  into 
a  hopper  over  the  tracks  from  which  it  is  later  dumped 


120 


UNL 


DEFINITION    SECTION 


VAL 


into  cars.  Or  it  is  carried  further  to  the  rear  and 
dumped  into  a  storage  area,  to  be  later  reclaimed  by  the 
grab  bucket  for  loading  into  cars.  The  total  length  of 
the  rear  extension  may  be  so  great  that  it  is  supported  in 
two  or  more  spans,  the  various  supports  running  on 
parallel  rails  and  all  traveling  at  the  same  speed. 

To  increase  the  speed  of  operation  the  uuloader  is  often 
made  short,  merely  spanning  the  railway  tracks  and  a 
temporary  storage  bin,  the  latter  receiving  the  excess 
material  in  case  sufficient  cars  are  not  at  hand  to  hold  it 
all.  A  bridge  storage  crane  later  takes  it  from  this  bin 
and  places  it  in  the  storage  area  at  any  desired  location, 
independent  of  the  location  of  the  unloader.  The  ends  of 
the  two  bridges  overlap,  but  being  on  different  levels  do 
not  interfere. 

Page  282. 

Unloader,  Car.  Any  machine  or  mechanical  means  for 
unloading  railway  cars.  It  may  be  designed  for  unload 
ing  open  top  or  box  cars,  and  for  handling  package  or 
bulk  material.  Devices  which  are  applicable  to  the  un 
loading  of  bulk  material  from  box  cars  are  the  power 
shovel,  suction  conveyor,  and  portable  belt,  flight,  or 
bucket  conveyor.  Those  for  unloading  open  top  cars, 
oilier  than  hopper  bottom  dumping  cars,  are  car  dump 
ers  ;  bucket  elevators,  flight  conveyors  and  grab  buckets 
handled  by  locomotive,  bridge  or  monorail  cranes. 

The  term  is  usually  applied  in  a  more  limited  way  to 
arrangements  of  bucket  elevators  or  flight  conveyors  for 
unloading  bulk  material  from  gondola  cars.  One  device 
consists  of  a  bucket  elevator  hung  from  an  adjustable 
boom  by  which  it  may  be  lowered  into  the  material  in 
the  car.  The  buckets  elevate  the  material  and  dump  it 
into  a  hopper  which  discharges  through  a  spout  into  an 
elevated  bin,  directly  to  wagons,  onto  a  horizontal  con- 
\vyor  for  transportation  to  a  more  distant  point,  or  to  a 
heap  on  the  ground.  The  car  must  be  moved  along  a 
track  of  its  own.  The  buckets  are  filled  by  hand 
shoveling. 

Another  device  consists  of  a  comparatively  narrow 
inclined  flight  conveyor  hinged  at  its  upper  end  on  a 
carriage  which  can  be  moved  along  on  an  elevated  track 
over  the  railway  track  on  which  the  cars  to  be  unloaded 
are  placed.  The  lower  end  is  lowered  onto  the  material, 
and  is  to  a  certain  extent  self-filling  through  the  action 
of  small  sections  of  screw  conveyor  on  each  end  of  the 
lower  sprocket  shaft  drawing  the  material  toward  the 
flights.  The  feeders  and  lower  sprocket  are  all  placed 
within  a  sort  of  scoop  and  the  carriage  on  the  overhead 
track  is  slowly  pushed  forward  during  the  operation  of 
unloading,  pushing  the  scoop  into  the  material.  The 
conveyor  discharges  to  a  chute  at  its  head  end.  To  use 
this  device  the  car  must  be  free  of  tie  rods  or  other 
obstructions. 

Instead  of  the  narrow  flight  conveyor  with  screw  con 
veyor  feed,  an  inclined  bucket  conveyor  having  buckets 
extending  the  full  width  of  the  car  has  also  been  used, 
mounted  and  handled  in  the  same  way. 

Hopper  bottom  dump  cars  are  most  economically  un 
loaded  on  trestles  or  over  track  hoppers,  but  such  cars 
must  occasionally  be  unloaded  without  these  facilities. 
One  car  unloader  for  this  service  has  a  belt  or  apron 
feeder  projecting  under  the  car  receiving  the  flow  from 
partially  opened  hopper  bottoms,  and  delivering  it  to  the 
lower  end  of  another  conveyor  which  in  turn  delivers  it 
to  trucks  or  to  a  temporary  bin  or  pocket. 

Page  377. 

Unloader,  Marine  Leg  or  Dock  Leg.  See  Elevator, 
Marine  Leg. 


Unloader,  One-Man.  An  apparatus  intended  for  un- 
unloading  cars  or  vessels,  and  arranged  so  that  only  one 
operator  is  required.  The  term  is  particularly  applied  to 
a  method  of  handling  ore  or  coal  in  bulk  in  the  hold  of  a 
vessel  by  a  grab  bucket  pendant  from  a  trolley  with  a 
cab.  The  operator  in  the  cab  controls  all  motion  of  the 
bucket  and  trolley  and  of  the  tower  or  bridge  on  which 
they  are  mounted. 
Page  283. 

Unloader,  Ore.  See  Unloader,  Bridge  Type;  Unloader, 
Automatic;  Unloader,  Cableway  Type. 

Unloader,  Ram  Type.  A  bridge  type  unloader  in  which 
the  bridge  contains  a  long  truss  or  girder  telescoping 
within  the  bridge  and  having  a  trolley  traveling  on  it. 
When  moved  back  the  ram  clears  the  wharf  edge  allowing 
free  movement  of  shipping;  it  also  gives  a  long  extension 
to  the  rear  for  dumping  into  storage.  (See  Unloader, 
Bridge  Type.) 
Also  called  telescopic  unloader. 

Unloader,  Self-unloading  Ship.  This  type  of  vessel 
carries  its  own  bulk  unloading  equipment,  generally  of  the 
conveyor  type.  One  installation  includes  holds  built  with 
hopper  bottoms  discharging  through  suitable  gates  onto 
two  belt  or  pan  conveyors  running  the  length  of  the  ves 
sel  under  the  holds,  and  discharging  to  an  elevating  con 
veyor  at  one  end,  generally  the  bow.  This  conveyor  raises 
the  material  above  the  deck  where  it  is  in  turn  received 
by  another  conveyor  mounted  on  a  swinging  boom  of 
variable  elevation,  which  can  deliver  the  material  in  any 
direction  beyond  the  side  of  the  vessel,  and  at  any  height 
within  its  range. 

Many  ships  carrying  package  freight  also  have  their 
own  handling  machinery,  generally  called  cargo  handling 
gear,  and  consisting  of  derricks  and  winches  mounted  on 
the  docks. 

Unloader,  Ship,  Sling  Type.     See  Conveyor,  Sling. 

Unloader,  Ship,  Suspended  Tray  Type.  A  suspended 
tray  carrier  arranged  for  loading  and  unloading  ships, 
consisting  of  a  light  horizontal  steel  truss  supported  above 
the  deck,  having  a  pair  of  endless  conveying  chains  along 
the  top  and  bottom  chords,  and  hanging  in  pendant  loops 
at  each  end,  one  pair  of  loops  within  the  hatchway,  and  the 
other  pair  outside  the  vessel  and  extending  down  to  the 
wharf.  At  regular  intervals  there  are  suspended  from  the 
chains,  platforms  shaped  to  fit  the  cargo  being  handled,  as 
barrels,  etc.  Loads  placed  on  the  platforms  in  the  hold 
are  elevated  to  the  truss,  carried  along  it  by  the  top  runs 
of  chain,  and  lowered  outside  the  vessel  to  the  wharf. 
The  direction  of  rotation  is  reversed  for  loading,  the 
power  drive  being  by  means  of  a  motor  mounted  on  the 
truss.  (See  also  Conveyor.  Sling.) 

Unloader,  Stiff-leg.     Sec  Unloader,  Automatic  Ore. 

Unloader,  Two-Man.  Two  men  are  often  required  for 
the  safe  operation  of  a  grab  bucket  unloader  for  coal  or 
ore.  One  man  attends  to  the  raising,  lowering,  opening 
and  closing  of  the  bucket,  and  the  other  to  moving  the 
supporting  trolley  in  or  out  on  the  bridge  or  jib,  and  to 
traversing  the  bridge  or  tower,  if  this  be  movable 
Page  283. 

Valve.  A  device  for  stopping  or  controlling  the  flow 
of  fluid  in  a  pipe,  consisting  of  a  body  inserted  in  the 
pipe,  having  a  hole  through  it  for  the  fluid  to  flow  un 
less  closed  by  a  movable  part  called  a  valve,  valve  disc 
or  plug.  (See  also  Valve,  Gate;  Cock.) 

There  are  various  types  of  valves  in  use,  but  by  far 
the  most  important  is  the  poppet  type  in  which  the  valve 
or  valve  disc  is  mounted  on  the  end  of  a  valve  stem, 


121 


VAL 


MATERIAL    HANDLING    CYCLOPEDIA 


WHE 


and  closes  the  circular  valve  opening  by  approaching  it 
at  right  angles.  The  valve  may  be  beveled  around  its 
periphery  and  fit  into  a  similarly  beveled  seat  around  the 
edge  of  the  opening,  or  it  may  be  flat  and  fit  against  a 
raised  flat  surface  on  the  seat ;  in  this  last  case  a  ring  of 
soft  metal  is  often  inserted  in  the  face  of  the  valve  to 
assist  in  making  it  tight. 

Valves  are  made  for  connecting  two  (or  sometimes 
more)  pipes  at  various  angles  to  each  other;  they  are 
made  in  many  styles  and  materials,  and  for  many  differ 
ent  pressures. 

Valve,  Butterfly.  A  valve  in  which  a  straight  cylindrical 
pipe  or  opening  through  the  valve  body  is  opened  or 
closed  by  rotation  of  an  internal  disc  mounted  on  a  cen 
tral  transverse  shaft  or  spindle.  When  the  disc  is  turned 
across  the  pipe,  flow  is  stopped;  when  it  is  parallel  to  the 
pipe,  free  flow  is  permitted.  Such  valves  are  cheap  and 
effective,  but  they  are  hard  to  keep  tight  against  the 
pressure  of  gases  and  liquids,  and  are  not  much  used  for 
•handling  loose  bulk  material  on  account  of  the  partial 
obstruction  of  the  pipe  by  the  transverse  shaft  and  the 
edge  presented  by  the  valve  disc. 

Valve,  Rotary.  A  valve  which  has  a  seat  with  a  num 
ber  of  holes  through  it  and  a  valve  disc  with  correspond 
ing  holes,  pivoted  centrally  on  it  and  rotated  as  desired 
by  a  stem  or  some  other  connection  leading  outside.  The 
valve  is  wide  open  or  shut,  depending  on  whether  the 
holes  in  the  valve  and  seat  do  or  do  not  register. 

Valves  of  this  type  are  used  for  controlling  the  flow  of 
grain  through  the  bottom  of  bins  and  hoppers. 

Valve,  Throttle.  A  valve  used  for  the  hand  control  of 
the  flow  of  steam  or  air  (or  occasionally  other  fluids) 
to  the  cylinder  of  an  engine  to  adjust  its  speed  as  de 
sired.  Globe  or  angle  valves  of  the  poppet  type,  rotary 
valves  and  cocks  are  in  common  use  for  this  service, 
though  many  other  special  forms  are  in  existence. 
"Double  beat,"  piston  or  balanced  valves,  having  two 
discs  or  plugs  connected  by  a  stem,  and  fitting  against 
or  sliding  past  openings  at  two  places,  arc  more  easily 
operated  than  the  single  types. 

Valve,  Reversing.  A  hand-operated  valve  which  can 
reverse  the  direction  of  flow  of  steam  into  and  out  of  the 
cylinder  of  a  steam  engine,  thus  causing  the  engine  to 
revolve  in  either  direction.  The  engine  valve  is  made 
without  lap  and  the  eccentric  without  angular  advance, 
enabling  the  engine  to  run  equally  well  (though  somewhat 
inefficiently)  in  either  direction.  A  reversing  valve 
merely  interchanges  the  exhaust  and  steam  supply  connec 
tions.  It  is  used  on  small  engines  where  the  convenience 
and  simplicity  outweigh  the  poor  economy. 

Washer.  An  annular  piece  of  metal,  fibre,  rubber  or 
other  material  placed  on  a  bolt  underneath  the  nut,  to 
form  a  scat  for  the  latter. 

Wharf.  A  platform  of  timber,  steel  or  masonry,  built 
along  the  shore  of  a  navigable  body  of  water  and  used 
primarily  for  loading  and  unloading  vessels.  The  term 
quay  (British)  is  also  used  in  this  sense,  while  the  term 
pier  is  more  often  applied  if  the  structure  projects 
into  the  harbor  at  right  angles  to  the  shore. 
(See  also  Dock.) 

Wharf  Crane.     See  Crane,  Wharf. 

Wharf  Shed.  A  roofed  structure  or  building  on  a 
wharf. 

(See  Pier  Shed.) 

Wheel.  In  general,  a  circular  frame  or  disc  revolving 
on  its  axis.  If  loose  on  its  shaft  and  used  merely  to 
guide  a  rope  or  chain  which  passes  around  a  groove  in  its 


rim,  it  is  usually  and  preferably  called  a  sheave.  (See 
Sheave.)  More  specifically,  a  wheel  is  a  circular  member 
rolling  in  contact  with  a  guiding  surface  and  supporting 
a  load  by  means  of  an  axle  passing  through  its  center. 
(See  Roller.) 

A  simple  wheel  is  composed  of  a  hub  fitting  a  shaft,  on 
or  with  it  rotates,  and  of  spokes  radiating  from  the  hub 
and  attached  to  the  inner  side  of  a  circular  rim  which 
rests  on  a  track.  These  may  be  cast  in  one,  or  all  or  any 
part  made  separately  and  bolted  together.  The  spokes 
may  be  straight  or  curved,  or  may  be  replaced  by  a  solid 
web  or  plate.  The  rim  may  be  plain,  flanged  or  grooved, 
or  may  be  provided  with  a  separate  tire  or  shoe  of  metal 
or  of  rubber  or  other  elastic  material. 

Wheel,  Chain.  A  wheel  having  its  circumference  shaped 
to  fit  a  chain,  and  used  for  the  transmission  of  power,  or 
to  guide  the  chain.  When  the  circumference  has  out 
wardly  projecting  teeth  shaped  to  fit  a  pitch  chain,  it  is 
usually  called  a  sprocket  or  sprocket  wheel.  When  the 
wheel  has  a  groove  or  pockets,  or  both,  in  its  circum 
ference,  shaped  to  fit  the  oval  links  of  a  coil  chain,  it  is 
also  called  a  pocket  sheave  or  wheel,  or  a  chain  sheave. 
Guide  sheaves  for  oval  link  chain  often  have  smooth  con 
cave  rims. 

Wheel,  Flanged.  A  wheel  having  one  or  more  annular 
projections  from  the  rim,  generally  outward.  A  single 
flange  is  usually  at  one  side  of  the  rim  or  tread,  though 
center  flanges  are  used  in  some  types  of  chain  wheels. 
Double  flanges  are  usually  at  the  two  sides  of  the  rim. 

Wheel,  Gap  or  Gapped.  A  rope  or  chain  sheave  or  a 
sprocket  wheel  which  has  openings  or  gaps  in  the  rim  to 
receive  attachments  placed  on  the  rope  or  chain  at  regular 
intervals.  These  attachments  are  for  the  purpose  of  driv 
ing,  of  conveying,  or  both. 

In  cable  conveyors  transmission  blocks  may  be  placed 
at  intervals  between  the  conveying  flights  in  case  the  latter 
are  too  far  apart  to  ensure  at  least  two  being  in  contact 
with  the  rim  simultaneously.  Flexible  teeth  are  often 
provided  on  one  or  both  sides  of  the  gap,  to  decrease  the 
friction  and  wear  as  the  blocks  are  forced  off  and  on  the 
wheel.  To  allow  for  stretch  of  the  rope  without  the  ne 
cessity  of  re-spacing  all  the  blocks,  the  rim  segments  are 
sometimes  made  adjustable,  and  can  be  moved  outward  to 
increase  the  effective  pitch  of  the  wheel. 

Toothed  sprockets  having  gaps  are  not  dependent  on  the 
attachments  for  driving,  therefore  are  often  made  with 
three  gaps  only.  The  rim  segments  may  also  be  adjust 
able,  and  flexible  teeth  may  be  used  at  one  or  both  sides  of 
the  gap. 

Wheel,  Hand.  A  wheel  operated  by  hand  power.  The 
wheel  diameter  depends  upon  the  turning  moment  which 
must  he  exerted,  and  the  size  of  the  rim  varies  in  pro 
portion  to  the  size  of  the  wheel,  though  it  must  never  be 
larger  than  can  be  conveniently  gripped  by  the  hand. 
Occasionally  the  rim  is  roughened,  corrugated,  or  even 
formed  with  radiating  spokes  as  handles. 

Wheel,  Hand  Chain.  A  chain  sheave  around  which  is 
reeved  an  endless  chain,  to  be  pulled  by  hand  for  operat 
ing  hoisting  or  other  machinery. 

Wheel,  Knuckle.  A  wheel  placed  at  the  point  at  the 
top  of  an  incline  where  a  rope  or  chain  used  for  hauling 
purposes  changes  to  the  horizontal  direction.  Also,  the 
sprocket  wheels  at  the  top  of  the  upward  run  of  a  knuckle 
wheel  elevator,  where  a  vertical  changes  into  a  horizontal 
or  inclined  run.  On  cable  haulage  systems,  rollers  or 
grooved  sheaves  are  used,  called  knuckle  rollers  or 
knuckle  sheaves  respectively. 


122 


WHE 


DEFINITION    SECTION 


WIN 


Wheel,  Pulley.     Sec  Sheave. 

Wheel,  Pocket.     Sec  Wheel,  Chain. 

Wheel,   Ratchet.     See   Ratchet   Wheel. 

Wheel,  Stepped  Tread.     A   wheel  having  treads  of  t\vo 
(or  more)   diameters.     Such  wheels  are  used  on  the  rear 
axles  of  skip  cars,  and  assist  in  dumping  them. 
(See  Skip  Car.) 

Wheel,  Self-Lubricating.  A  wheel  which  contains  an  oil 
chamber  or  reservoir  within  itself,  and  means  of  feeding 
it  slowly  to  the  bearing  surface.  This  feed  may  be 
through  small  holes  leading  to  the  bearing,  through  a  por 
ous  felt  washer  inserted  in  an  annular  opening  in  the  bore, 
by  an  oil  tin  which  lifts  the  oil  from  the  bottom  of  the 
cavity  and  drips  it  onto  the  opening,  or  by  a  ring  or 
chain  oiler  which  accomplishes  the  same  purpose. 

Wheels  or  rollers  of  this  type  are  much  used  as  supports 
for  pivoted  bucket,  pan,  platform  and  other  conveyors 
carrying  heavy  loads. 

Wheel,  Sprocket.  A  wheel  having  outwardly  projectin  : 
teeth  shaped  to  fit  the  links  of  a  pitch  chain.  (See  Gear 
ing,  Chain.)  For  a  long  oval  link  chain,  teeth  projecting 
outward  through  links  lying  flat  on  the  periphery  of  the 
wheel  are  usual ;  side  flanges  may  be  added  to  each  tooth 
if  desired,  flaring  at  the  outer  ends  to  assist  in  seating 
the  link.  For  most  of  the  single  width  chains  having 
pin  connected  or  hinged  joints,  the  sprockets  are  similar 
with  teeth  shaped  to  lit  the  blocks,  link  ends  or  rollers  as 
the  case  may  be.  Broad  multiple  width  chains  used  for 
power  transmission,  or  in  some  cases  for  conveying,  have 
sprockets  with  teeth  extending  across  the  full  width,  and 
engaging  with  inward  projections  from  the  chain  links; 
tlu -y  may  or  may  not  have  flanges  at  the  sides. 

Some  sprockets  have  adjustable  and  renewable  teeth; 
this  construction  justifies  the  use  of  larger  sprockets 
which  would  otherwise  be  too  expensive  to  replace  when 
worn.  Also  to  adjust  the  sprocket  pitch  to  suit  the  in 
creased  pitch  of  a  worn  chain,  the  rim  is  sometimes  made 
i-ii  separate  segments  which  can  be  moved  radially  out 
ward.  Where  the  chain  has  attachments  which  must  pass 
around  the  sprockets,  gaps  are  often  left  in  the  rim  to 
receive  them.  (See  Wheel,  Gap.) 

Sprockets  are  set  screwed  or  keyed  to  the  shaft ;  where 
necessary  for  purposes  of  assembling  they  are  split  in  half 
and  bolted  together  at  rim  and  hub. 

Wheel,  Traction.  In  general,  a  wheel  which  drives  by 
virtue  of  the  friction  between  surfaces  in  contact,  as 
distinguished  from  one  which  drives  by  teeth,  notches  or 
other  positive  means.  The  driving  wheels  of  locomotives 
and  trucks,  pulleys  in  belt  drives  and  so-called  friction 
gearing  arc  examples  of  traction  wheels.  In  material 
handling  equipment  the  term  is  often  applied  to  smooth 
(sometimes  grooved)  pulleys  used  occasionally  in  place 
of  sprockets  on  head  shafts  of  single  strand  chain  and 
bucket  elevators,  and  on  certain  types  of  single  strand 
conveyors.  Beside  wearing  better,  they  have  the  advan 
tage  that  a  "choke"  will  only  cause  slipping  and  not  a 
break  clown. 

Wheel,  Traction  Idler.  A  term  applied  to  a  plain  wheel 
without  teeth  on  the  rim,  around  which  the  chain  of  a 
chain  elevator  or  conveyor  passes,  but  which  is  not  the 
driving  wheel,  as  distinguished  from  a  traction  driving 
wheel.  Traction  idlers  are  sometimes  used  in  place  of 
sprockets  for  supporting  the  return  runs  of  chains,  as  well 
as  for  foot -shafts  of  elevators  and  conveyors.  They  may 
be  plain,  single  flanged  or  double  flanged. 
Wheel  and  Axle.  A  little  used  hoisting  mechanism 
consisting  of  a  grooved  sheave  fast  on  an  axle  turning 
in  bearings.  One  end  of  a  rope  attached  to  the  load 


to  lie  lifted  is  secured  to  the  axle,  and  an  endless  hand 
rope  is  lilted  in  the  groove  of  the  sheave.  Pulling  on 
the  hand  rope  causes  the  load  rope  to  wind  on  the  axle 
and  lift  the  load.  The  ratio  of  load  lifted  to  hand  pull 
depends  on  the  diameter  ratio  of  sheave  to  axle. 

Wheel-base.  The  distance  between  centers  of  two  car 
wheels  travelling  on  the  same  rail,  or  in  the  same  fore 
and  aft  line  if  no  rail  is  used.  If  more  than  two  wheels 
are  on  each  side,  the  distance  between  the  centers  of 
the  outside  wheels  is  generally  meant.  If  the  wheel 
bearings  are  fixed,  this  is  the  rigid  wheel-base.  If  two 
swiveling  trucks  are  used,  each  truck  has  its  own  rigid 
wheel-base  and  the  total  wheel-base  is  called  a  total  or 
overall  wheel-base. 

A  long  wheel-base  distributes  a  load  over  considerable 
track,  but,  if  rigid,  makes  difficult  the  negotiation  of 
curves. 

In  travelling  cranes  of  the  bridge  type,  it  is  endeavored 
to  have  the  rigid  wheel-base  at  least  one-fifth  of  the  span, 
to  keep  the  bridge  from  getting  out  of  square.  Where 
this  proportion  cannot  be  reached,  special  precautions 
must  be  taken  to  insure  squareness. 

Wheel   Train.     A   series   of   two   or  more   axles  geared 
together  by  toothed  wheels  or  belts. 
(See  Gearing.) 

Wheel  Tread.  The  exterior  cylindrical  portion  of  the 
rim  of  a  wheel  which  bears  on  a  rail.  It  may  be  flat, 
conical,  double  conical  or  spherical.  Its  width  should 
be  appreciably  greater  than  that  of  the  rail  on  which  it 
rests,  to  allow  for  inaccuracies  in  the  alignment  of  the 
latter. 

Whelp.  One  of  the  longitudinal  ridges  or  projections 
sometimes  formed  on  the  barrel  or  drum  of  a  capstan 
or  on  a  gyps-y  head,  to  prevent  slipping  of  rope  on  the 
drum. 

Whim.  A  primitive  hoisting  device  used  for  raising  ore 
or  coal  from  mines  of  moderate  depths.  It  consists  of 
a  large  drum  set  on  a  vertical,  shaft  on  which  the  hoist 
ing  rope  is  wound,  and  which  is  rotated  by  a  horse 
walking  in  a  circle,  and  attached  to  the  end  of  a  crossbar 
attached  rigidly  to  the  shaft.  The  horse  is  driven  in 
the  opposite  direction  for  the  lowering  operation. 

Whip.  A  block  and  rope  rigged  and  used  for  lifting 
light  weights,  generally  designated  as  single  whip  or 
double  \\hip,  the  former  giving  no  increase  of  lifting 
power,  but  simply  a  change  of  direction. 

Whipping.  The  turns  of  twine  wrapped  around  a  rope 
close  to  its  end,  to  keep  it  from  untwisting  or  unlaying. 

Whipping,  of  Shafting.  Vibration  or  whirling  of  shaft 
ing  when  rotating  at  high  speed,  due  to  the  axes  of  grav 
ity  and  rotation  not  being  coincident. 

Winch.  A  stationary,  horizontal  shaft,  geared  drum 
machine,  hand  or  power-driven,  which  can  exert  a  pull 
on  a  rope  or  chain  while  winding  it  on  a  drum,  and 
can  be  used  for  hoisting  or  hauling  purposes,  according 
to  the  arrangement  of  rope  leading  from  the  drum. 

As  usually  constructed,  a  winch  has  a  foundation  or 
baseplate  on  which  stand  two  side  frames,  stiffened 
transversely  by  distance  pieces.  Between  these  side 
frames,  and  with  their  bearings  contained  in  them, 
are  the  shafts  of  the  various  drums,  transmission  gears, 
brakes,  etc.  The  baseplate  is  mounted  on  a  fixed  founda 
tion,  on  skids  or  on  a  car,  as  desired :  it  is  often  extended 
to  provide  a  seat  for  a  boiler  or  electric  motor. 

Some  winches  are  worm  or  friction  geared,  but  the 
majority  use  spur  gears,  and  are  designated  as  single  or 
double  geared  according  to  the  number  of  geared  speed 
reductions.  (See  also  Winch,  Direct  Acting.)  They 


123 


WIN 


MATERIAL    HANDLING    CYCLOPEDIA 


WIN 


are  known  as  hand,  steam,  electric,  gasoline,  belted,  etc., 
according  to  the  power  used ;  as  single  drum,  double 
drum,  etc.,  according  to  the  number  of  hoisting  drums. 

The  simplest  type  has  a  reversible  source  of  power 
connected  directly  to  the  drum  by  gearing;  for  lowering, 
the  first  shaft  is  turned  by  hand  or  power  in  a  lowering 
direction,  and  a  screw  brake  allows  the  load  to  lower 
only  at  the  corresponding  speed.  Or,  the  load  may  be 
allowed  to  overhaul  the  gearing  and  motor,  control  being 
maintained  by  a  band  or  other  brake  operated  by  a  foot 
pedal.  Two  or  more  such  units  may  be  included  in  a 
two,  three  or  four  drum  winch,  and  independent  opera 
tion  be  secured  for  each.  The  more  usual  arrangement  is 
to  have  the  source  of  power  connected  by  gearing  to  a 
friction  clutch  keyed  to  the  drum  shaft;  the  drum  is 
loose  on  the  shaft,  but  by  engaging  the  friction  clutch 
is  made  to  turn  with  it  and  hoist  the  load.  To  lower, 
the  clutch  is  released  and  the  load  overhauls  the  drum 
alone,  a  band  brake  acting  on  a  seat  on  the  drum  circum 
ference  being  used  to  control  the  speed.  Several  such 
drum  units  are  connected  to  a  single  source  of  power 
to  form  a  two  or  three-drum  winch.  This  type  is,  how 
ever,  subject  to  the  limitation  that  pull  can  be  exerted 
by  winding  the  drum  in  one  direction  only,  and  there 
must  always  be  sufficient  pull  in  the  reverse  direction 
to  overhaul.  The  drums  cannot  be  reversed  by  power, 
unless  reversing  clutches  are  added  to  the  mechanism, 
or  a  reversing  engine  is  used. 
Often  incorrectly  called  a  hoist  or  crab. 
Page  295,  787,  791,  803,  829. 

Winch,  Air.  A  winch  which  is  driven  by  an  air  engine. 
It  may  be  of  exactly  the  same  pattern  as  a  steam  winch, 
though  special  conditions  would  have  to  exist  to  make 
such  an  arrangement  advisable,  such  as  an  already  estab 
lished  compressed  air  system,  necessity  of  freedom  from 
fire  and  hot  steam  pipes,  etc.  The  more  commonly  used 
air  winches  are  small  and  portable,  are  used  for  mis 
cellaneous  intermittent  hauling  and  hoisting  purposes 
and  are  often  of  multiple  cylinder  construction. 
(See  Hoist,  Air.) 

Winch,  Belted.  A  winch  fitted  with  a  pulley  on  the 
first  motion  shaft  and  intended  to  be  driven  by  a  belt  from 
a  line  shaft  or  independent  engine.  This  arrangement 
allows  the  source  of  power  to  be  used  for  other  pur 
poses  at  times  when  the  winch  is  not  in  use. 

Winch,  Derrick.  A  winch  especially  arranged  with  a 
view  to  operating  a  derrick.  The  simplest  type  has  one 
friction  drum  for  the  load  line,  and  the  boom  is  lifted  or 
slewed  by  hand.  More  commonly  two  drums  are  sup 
plied,  one  each  for  the  load  line  and  the  topping  lift;  for 
more  rapid  operation,  or  to  handle  greater  loads,  power 
slewing  gear  is  usually  added  in  the  shape  of  one  long  or 
two  small  separated  drums  with  a  reversible  drive  from 
the  main  engine,  or  driven  by  a  separate  engine.  (See 
Winch,  Derrick  Slewing.)  An  additional  friction  drum 
is  required  if  a  two-line  grab  bucket  is  to  be  handled  by 
the  derrick,  unless  a  drum  specially  arranged  for  this 
service  is  used.  (See  Drum,  Counterweight.)  Four  or 
more  friction  drums  are  not  often  used  on  derrick 
winches,  except  for  special  work,  such  as  bridge  erection. 
Winch  heads  are  placed  on  the  extended  ends  of  one  or 
more  drum  shafts,  and  these  are  occasionally  loose  on  the 
shaft  with  jaw  clutches  by  which  they  may  be  connected 
to  it,  and  with  ratchets  and  wheels  for  holding  the  load 
when  the  clutch  is  out. 

The  boom  is  occasionally  raist-d  and  lowered  by  a  worm 
gear  drive,  which  will  not  overhaul  and  allow  the  boom 
to  drop;  if  the  engine  is  non-reversing,  a  reversing 


double-jaw  clutch  must  be  provided.  If  the  boom  is  raised 
and  lowered  often,  double  friction  clutches  should  be  sup 
plied. 

Page  803,  829. 

Winch,  Derrick,  Slewing  or  Swinging.  A  winding  ma 
chine  used  for  slewing  a  derrick  by  power.  One  type 
consists  of  an  independent  reversible  engine  driving  a 
winding  drum  around  which  are  coiled  in  opposite  direc 
tions  the  ends  of  the  rope  which  passes  around  the  bull 
wheel;  the  ends  of  the  rope  are,  of  course,  fastened  to 
the  winding  drum.  The  slewing  winch  may  be  attached 
to  or  built  into  the  main  hoisting  winch,  in  which  case  it 
it  usually  operated  from  the  main  hoisting  engine  by  a 
reversible  friction  drive.  When  thus  built  in,  two  drums 
are  often  used  instead  of  one  to  give  the  leads  to  the 
bull  wheel  a  location  which  will  prevent  interference  with 
the  main  and  boom  hoist  lines.  Or  one  drum  may  be 
used  at  the  side,  located  like  a  winch  head,  and  guide 
sheaves  used  to  prevent  interference  of  the  ropes. 

When  driven  by  a  reversible  engine,  no  brake  is  re 
quired,  as  the  placing  of  the  reversible  throttle  or  re 
versible  valve  gear  in  neutral  position  locks  the  engine 
and  prevents  the  swinging  of  the  derrick  by  the  wind  or 
other  causes.  Motor  and  friction  driven  winches  require 
a  brake. 

A  slewing  winch  of  considerable  power  is  required  for 
derrick  barges  on  account  of  side  tipping  of  the  barge 
due  to  lifting  a  load  at  the  side. 

Also  called  slower,  boom  slewer  or  swinger,  slewing 
engine,  slewing  attachment,  pony  swinging  drum,  etc. 

Page  803,  829. 

Winch,  Direct  Acting.  A  steam  driven  winch  in  which 
the  drum  is  mounted  directly  on  the  engine  crank  shaft, 
instead  of  on  a  parallel  shaft  which  is  geared  to  it. 
Winch,  Electric.  A  winch  which  is  driven  by  one  or 
more  electric  motors.  (See  Winch.)  One  motor  may  be 
used  to  drive  two  or  more  drums  by  means  of  gearing, 
or  separate  motors  may  be  installed  to  drive  each  of  the 
drums.  One  type  of  installation  has  four  separate  drums 
—operated  by  controllers— without  clutches,  there  being 
solenoid  brakes  on  the  motors,  and  foot-operated  band 
brakes  on  the  drums. 

An  electric  winch  is  sometimes  called  an  electric  hoist. 
(See  Hoist,  Electric.) 

PaKe  299,  787,   791,  803,  829. 

Winch,  Friction  Geared.  A  winch  in  which  one  or 
more  of  the  steps  in  speed  reduction  from  the  engine  or 
motor  to  the  drum  shaft  is  made  by  smooth-faced  fric 
tion  wheels  pressed  together  with  sufficient  force  to  pre 
vent  slipping.  A  common  arrangement  for  a  single  re 
duction  winch  is  to  have  a  large  friction  wheel  made  fast 
to  the  drum,  both  running  loose  on  a  shaft  with  eccentric 
journals  at  the  ends;  a  hand  lever  attached  to  this  shaft 
can  rotate  it  through  180  deg.  and  move  drum  and  gear 
toward  either  side.  In  mid-position  the  drum  runs  free; 
when  forced  to  one  side  the  friction  gear  is  brought  into 
contact  with  the  friction  pinion  on  the  driving  shaft  and 
the  drum  is  rotated  in  a  winding  direction ;  when  moved 
to  the  opposite  side  the  friction  gear  is  brought  into  con 
tact  with  a  fixed  brake  shoe  which  retards  or  stops  its 
rotation.  A  weight  is  often  arranged  to  hold  it  in  this 
position  with  sufficient  force  to  prevent  the  drum  from 
rotating,  unless  relieved  by  the  operator. 

Double  reduction  geared  winches  sometimes  have  fric 
tion  gears  between  the  drive  and  first  motion  shaft,  but 
the  drum  gear  and  pinion  are  then  usually  spur  geared 
on  account  of  the  large  turning  moment. 


124 


WIN 


DEFINITION    SECTION 


WIN 


Winch,  Gasoline  or  Kerosene.  A  winch  driven  by  an 
internal  combustion  engine  using  the  fuel  specified.  These 
engines  will  not  start  under  a  load,  so  a  disengaging 
clutch  is  always  supplied.  Gear  changing  arrangements 
may  also  be  provided  to  allow  light  loads  to  be  lifted  at 
high  speeds,  and  vice  versa.  A  governor  is  usually  pro 
vided  to  prevent  the  engine  from  running  away  in  case 
of  unexpected  release  of  the  load. 

Page  299. 

Winch,  Hand.  A  small,  hand-operated,  horizontal-shaft, 
geared-drum  machine  which  can  exert  a  pull  on  a  rope 
or  chain  while  winding  it  on  the  drum,  and  can  be  used 
for  hoisting  or  hauling  purposes.  There  are  two  types, 
depending  on  the  form  of  the  frame.  One  has  its  drum 
and  gears  mounted  on  a  plain  rectangular  frame  in  such 
a  way  that  it  cannot  be  attached  directly  to  a  wall  or 
floor  without  interference — a  special  frame  or  setting 
must  be  arranged  for  it.  The  other  type  has  deep  frames 
which  practically  enclose  the  gearing,  is  self-contained, 
and  capable  of  standing  on  and  being  bolted  directly  to  a 
flat,  vertical  or  horizontal  surface. 

A  single-purchase  hand- winch  is  one  in  which  a  pinion 
on  the  hand-operated  crank  shaft  drives  a  large  gear  on 
the  drum  shaft ;  a  double-purchase  signifies  that  there  is 
an  intermediate  shaft  with  its  pinion  and  gear.  The  inter 
mediate  shaft  is  generally  extended  so  that  the  cranks 
may  be  placed  on  it  for -high  speed  lifting  of  a  light  load. 
The  crank  shaft  is  also  sometimes  provided  with  two 
pinions  of  different  sizes  engaging  with  gears  of  differ 
ent  sizes  on  the  intermediate  shaft  (sometimes  known  as 
duplex  gearing),  thus  still  further  extending  the  range  of 
gear  reduction. 

Two  or  more  drums  with  their  gears  may  be  mounted 
in  the  same  frame,  for  operation  from  the  same  crank 
shaft,  giving  a  two-drum  hand-winch. 

Ratchets  and  wheels  are  provided  on  the  crank  or  in 
termediate  shaft  to  prevent  overhauling  in  case  the  men 
stop  turning  the  cranks.  Brakes  are  also  provided  to 
control  lowering,  as  lowering  by  allowing  the  crank  to 
turn  in  the  opposite  direction  under  manual  control  is 
dangerous  and  unnecessary.  These  brakes  were  formerly 
simply  band  brakes  on  a  portion  of  the  drum  circum 
ference,  but  Weston  and  other  types  of  improved  brakes 
are  now  available,  and  the  screw  brake  provides  a  safe 
automatic  lowering  device. 

Page  295. 

Winch,  Hoisting.  A  winch  arranged  to  be  used  for 
hoisting  purposes,  generally  in  combination  with  a  suit 
able  structure  and  proper  fittings,  which  with  it  con 
stitute  a  crane.  The  most  common  form  is  the  derrick, 
with  the  hoisting  winch  located  on  the  ground  and  the 
ropes  led  to  the  proper  points  on  the  derrick  by  means 
of  guide  sheaves.  (See  Winch,  Derrick.)  The  hoist 
ing  winch  may  be  on  a  platform  at  the  base  of  the  mast 
and  turn  with  it,  or  may  be  mounted  on  the  mast  itself, 
this  arrangement  being  common  in  the  case  of  jib  cranes. 
Hoisting  winches  are  operated  by  hand,  by  steam  or  air 
engines,  or  by  electric  motors.  (See  Winch,  Hand, 
Steam,  Air,  Electric.) 

Page  787,  791,  803,  829. 

Winch,  Portable.  A  small  winch  which  is  built  in  its 
supporting  frames  in  such  a  way  that  it  can  be  easily 
unfastened  and  moved  to  a  new  location  for  operation, 
being  sometimes  mounted  on  skids  or  wheels  for  ease  in 
transportation.  A  winch  which  does  not  depend  on  spe 
cial  foundations  and  framing  to  support  it. 
Page  787,  791. 


Winch,  Power.  A  winch  driven  by  some  form  of  en 
gine  or  motor,  or  from  a  line  shaft,  as  distinguished 
from  a  hand-operated  winch. 

Also  a  term  sometimes  applied  to  a  winch  fitted  with 
a  pulley,  and  driven  by  a  belt  from  a  line  shaft  or  in 
dependent  engine. 

Winch,  Reversing.  A  winch  driven  by  an  engine  or 
motor  which  may  be  reversed  in  direction  of  rotation. 
The  direction  of  rotation  of  the  engine  itself  may  be  re 
versed  by  suitable  valve  gear  or  by  a  reversing  valve, 
thus  reversing  all  the  shafts  of  the  winch;  one  or  more 
shafts  may  be  reversed  independently  by  using  reversing 
gearing,  either  of  the  friction  type,  or  of  the  bevel  gear 
type  combined  with  jaw  or  friction  clutches. 
(See  Gearing,  Reversing.) 

Winch,  Single  Pole  or  Double  Pole.  A  hand  winch 
which  has  a  frame  arranged  to  attach  to  a  single  pole  or 
to  two  poles  of  a  derrick,  jib  crane,  gin  pole  or  similar 
crane  structure. 

Winch,  Steam.     A   winch   which   is   driven  by  a   steam 
engine.     (See  Winch;  Winch  Engine.) 
Page  299,  803,  829. 

Winch,  Twin-Drum.  A  winch  having  two  winding 
drums  on  the  same  shaft,  or  in  line  axially.  A  common 
arrangement  is  to  have  an  engine  or  motor  with  a  pinion 
on  its  shaft,  driving  a  large  gear  which  is  keyed  to  the 
drum  shaft  near  its  center  and  between  the  drums.  The 
drums  are  loose  on  the  shaft,  but  either  or  both  may  be 
connected  to  the  gear  by  friction  clutches,  of  which  one- 
half  is  mounted  on  the  gear  and  the  other  on  the  end 
of  the  drum.  (See  also  Drum,  Friction.)  These  winches 
are  much  used  in  handling  two-rope  grab  buckets  in 
dredging  or  excavating  operations,  and  in  coal  and  other 
bulk  unloading  equipment. 

In  this  coal  unloading  service  fast  work  is  essential  to 
economy,  the  hoisting  speeds  being  as  great  as  1200  ft. 
per  min.,  and  the  lowering  speed  of  the  empty  bucket  is 
correspondingly  rapid.  This  causes  the  generation  of 
much  heat  at  the  engaging  clutch  surfaces,  which  also 
act  as  braking  surfaces.  Special  arrangements  of  inter 
nal  vanes  in  the  drums  cause  a  rapid  circulation  of  air 
inward  through  the  ends  of  the  drums  and  outward 
through  openings  in  the  base  of  the  clutch  cone;  fins  cast 
on  the  clutch  also  assist  in  radiating  heat,  and  occasionally 
water  circulation  is  used.  A  small  brake  is  generally  pro 
vided  on  the  crank  disc  of  one  of  the  two  steam  engines 
to  hold  the  crank  shaft  (and  with  it  the  large  gear  and 
the  attached  clutch  parts)  at  rest  during  lowering.  In 
the  case  of  an  electric  motor,  a  similar  brake  is  placed 
close  to  the  motor,  unless  dynamic  braking  is  used. 

Some  twin-drum  winches  are  direct-acting;  that  is, 
have  the  engine  or  motor  connected  directly  to  the  drum 
without  intervening  gearing,  thus  giving  extremely  high 
winding  speeds. 

Page  803,  829. 

Winch  Engine.  The  engine,  generally  steam,  used  to 
operate  a  hoisting  or  hauiing  winch. 

There  are  usually  two  horizontal  cylinder  engines,  with 
their  cranks  at  90  deg.,  mounted  on  the  same  frame  as 
the  various  drums ;  a  seat  for  an  ordinary  vertical  boiler 
is  nearly  always  included  in  the  baseplate,  though  it  is 
not  always  provided  with  the  winch  and  engine.  Non- 
reversing  engines  are  often  used,  in  which  case  some  sort 
of  friction  or  toothed  reversing  gear  may  be  required 
for  one  or  more  of  the  drums  or  shafts  operated  by  the 
engine.  If  the  engines  are  reversing,  link  motions  of  the 
Stephenson  or  Gooch  type  are  used,  or  for  small  engines 


12S 


WIN 


MATERIAL    HANDLING    CYCLOPEDIA 


WIR 


like  those  driving  slewing  winches  a  reversing  valve  is 
used,  by  which  the  steam  supply  and  exhaust  connection 
are  interchanged. 

In  some  small  winches  intended  for  use  with  com 
pressed  air,  the  two  cylinders  are  placed  at  right  angles, 
and  their  connecting  rods  are  operated  from  the  same 
crank  pin.  Oscillating  cylinders  are  also  sometimes  used 
for  small  engines. 

Winch  Head.  A  drum  having  the  winding  surface 
shaped  in  a  concave  curve,  and  used  for  hoisting  by  mak 
ing  a  few  turns  of  rope  around  it  and  pulling  slightly  on 
the  free  end.  By  varying  this  pull  the  slipping  on  the 
drum  may  be  made  large  or  small,  or  the  load  may  even 
be  lowered,  independently  of  the  speed  of  the  drum. 
Where  it  is  important  to  have  no  slipping,  whelps  or 
ridges  are  formed  on  the  winding  surface. 

These  drums  are  usually  fitted  overhung  on  one  or 
both  ends  of  the  shaft  of  a  winch  drum.  They  may  be 
keyed  fast  to  the  shaft,  in  which  case  they  are  known 
as  solid  or  fixed  winch  heads,  or  they  may  be  loose  on 
it  and  be  connected  at  will  by  a  jaw  clutch,  in  which 
case  they  arc  known  as  clutch  or  independent  winch 
heads ;  a  ratchet  and  wheel  is  then  added  to  hold  the 
drum  when  it  is  disconnected  by  the  clutch. 

Winch  heads  have  many  names,  some  of  the  more 
common  ones  being  Gypsy  Mead,  Xigger  Head  and  Fric 
tion  Drum. 

Windlass.  A  stationary  horizontal  shaft  geared  ma 
chine,  generally  power  driven,  with  one  or  more  chain 
sheaves  or  wildcats  for  exerting  a  pull  on  a  chain,  for 
either  hoisting  or  hauling  purposes.  A  steam  engine  or 
electric  motor  is  the  usual  driving  power,  acting  through 
one  or  more  reductions  of  worm  gearing  to  drive  the 
main  sheaves.  These  last  may  be  disconnected  from  the 
hoisting  gear  when  desired  and  allowed  to  overhaul, 
being  controlled  by  band  brakes  on  their  circumference. 
One  or  more  winch  heads  or  gypsy  heads  are  also  often 
formed  on  the  overhung  extensions  of  the  main  shaft, 
for  use  in  exerting  a  pull  on  ropes.  Windlasses  are  much 
used  on  shipboard  for  hoisting  anchors. 

Also,  a  small  machine  which  exerts  a  pull  in  a  rope 
or  chain  by  winding  it  on  a  drum  which  is  directly 
mounted  on  a  shaft  turned  by  hand-operated  cranks ;  a 
winch  minus  the  gear  reduction.  Example,  well  windlass. 

Page  787,  791,  829. 

Wire  Rope.  A  rope  made  up  of  wires  laid  into  strands 
and  these  strands  formed  into  a  rope.  Kither  hemp  or 
wire  cores  or  centers  may  be  laid  in  each  of  the  strands, 
and  in  the  complete  rope. 

Round  ropes  are  practically  universally  used,  except  in 
some  hoisting  work  where  the  flat  form  is  advantageous. 
The  individual  strands  are  usually  round ;  they  may  be 
flattened  on  the  exterior.  Some  ropes  do  not  have 
strands,  the  wires  being  placed  in  successive  layers  on  a 
steel  core — sometimes  called  smooth-coil  rope. 

Wire  ropes  are  designated  by  their  diameter  in  inches, 
measured  on  the  circumscribing  circle,  and  by  the  num 
ber  of  strands  and  wires  per  strand,  as  1  in.  6  x  19. 

Page  320,  818-822. 

Wire  Rope,  Cable  Lay.  See  Wire  Rope,  Tiller  or  Hand. 
Wire  Rope,  Coarse  Laid.  A  wire  rope  composed  of  six 
strands  laid  around  hemp  core,  each  strand  having  seven 
wires  called  a  6  x  7  rope.  It  is  relatively  stiff  and  is  used 
for  haulage  or  transmission,  where  large  sheaves  can  be 
installed,  or,  when  galvanized,  for  standing  rope  and 
guys.  Also  called  standing  rope. 


Wire  Rope,  Flat.  A  wire  rope  made  for  hoisting  pur 
poses,  and  consisting  of  a  number  of  alternating  right 
and  left  hand  lay  four-strand  ropes  placed  side  by  side 
and  sewed  with  soft  iron  wire  so  as  to  form  a  broad  flat 
band. 

Wire  Rope,  Flattened  Strand.  A  wire  rope  composed 
of  strands  flattened  on  the  outside  so  as  to  present  a 
smoother  surface  and  more  wearing  area. 

Wire  Rope,  Galvanized   Rope.     Rope   in  which   the   in 
dividual  wires  have   been   galvanized  before   being   made 
into  a  rope. 
Page  818-822. 

Wire  Rope,  Haulage.     Rope  used  for  haulage  purposes. 
It  is  composed  of  large  wires  in  order  to  resist  abrasion 
and    therefore    is    only    moderately    flexible.     (See    Wire 
Rope;  Wire  Rope  Strand.) 
Page  818-822. 

Wire  Rope,  Hoisting.    A  flexible  rope  used  for  hoisting 
purposes,  as  in  cranes,  mine  hoists,  elevators,  etc.,  where 
it  must  carry  heavy  loads  and  pass  frequently  on  and  off 
a  winding  drum  and  around  guide  sheaves. 
Page  818-822. 

Wire  Rope,  Lay  of.  The  direction  in  which  the  strands 
are  laid  in  the  rope,  either  right  hand  or  left  hand.  In 
regular  lay  the  strands  are  left  hand  lay  and  the  rope 
right  hand  lay ;  regular  left  hand  rope  has  the  lay  of 
both  strands  and  rope  reversed  from  the  above. 

In  Langs'  lay  the  wires  in  the  strands  and  the  strands 
in  the  rope  are  made  up  with  the  lay  in  the  same  direc 
tion. 

Wire  Rope,  Marline  Clad.  Wire  rope  having  its  strands 
served  or  wrapped  helically  with  hemp  or  fibre  marline 
so  that  the  metal  is  completely  covered  and  protected 
from  wear  and  the  action  of  water,  corrosive  gases  and 
liquids,  etc. ;  it  is  also  easier  to  handle  and  can  be  coiled 
down  like  cordage  rope.  For  some  purposes  both  the 
strands  and  the  rope  are  served  with  marline. 
Page  818-822. 

Wire  Rope,  Non-Spinning.     A  wire  rope  in  which   the 
strands  are  laid  so  that  it  will  not  rotate  when  a  load  is 
hung  from  the  free  end  of  a  single  line. 
Page  818-822. 

Wire  Rope,  Standing.    See  Wire  Rope.     Coarse  Laid. 

Wire  Rope,  Smooth  Coil.     See  Wire  Tramway  Strand. 

Wire  Rope,  Steel  Clad.     Wire  rope  having  each  strand 
wrapped  helically  with  a  flat  strip  of  steel.     Also  called 
armored  rope. 
Page  818-822. 

Wire  Rope,  Tiller,  or  Hand.  A  rope  made  of  six 
strands  laid  around  a  hemp  core,  each  strand  being  a 
complete  rope  with  six  strands  of  seven  wires  each  laid 
around  a  hemp  core.  The  lay  of  the  strands,  rope 
strands  and  complete  rope  alternate  in  direction.  This 
construction  is  also  termed  cable  lay.  (See  Wire  Rope, 
Marline  Clad.) 
Page  818-822. 

Wire  Rope,  Traction.  A  wire  rope  used  in  aerial  tram 
ways  for  hauling  the  bucket  along  the  track  rope.  The 
carriages  are  gripped  to  it  automatically  or  by  hand,  or 
are  fastened  to  it  permanently,  according  to  the  system. 
(See  Aerial  Wire  Rope  Tramway,  Double  Rope 
System.) 

Wire  Rope,  Transmission.  Wire  rope  made  into  an 
endless  loop  and  used  for  the  transmission  of  power 
between  a  driving  and  one  or  more  driven  pulleys,  inter 
mediate  portions  being  supported  by  idlers  if  the  distance 
requires.  (See  Wire  Rope,  Haulage.) 


126 


WIR 


DEFINITION    SECTION 


WIR 


Wire  Rope  Core.  The  center  of  a  wire  rope  strand  or 
of  a  complete  rope,  composed  of  a  yarn  or  strand  of 
hemp  or  steel. 

Wire  Rope  Strand.  One  of  the  component  parts  of  a 
rope,  consisting  of  a  group  of  wires  of  uniform  or  vary 
ing  size.  The  strand  may  he  round  or  flattened. 

Wire  Track  Cable.  A  round  cable  used  for  aerial  rope 
tramways  and  cableways,  consisting  of  a  strand  of  seven 
or  nineteen  round  wires  surrounded  by  from  one  to  live 
layers  of  abutting  square  or  trapezoidal  section  wires, 


and  with  a  smooth  outer  covering  of  special  interlocking 
section  wires,  the  various  layers  being  alternately  right 
and  left  lay. 

Wire  Tramway  Strand.  A  wire  rope  composed  of  a 
single  strand  made  up  of  7,  19,  37,  61  or  91  wires  ar 
ranged  in  one,  two,  three,  four  or  live  layers  around  a 
central  wire  of  the  same  size.  Successive  layers  may 
be  laid  to  the  same  or  to  alternating  hands.  I'sed  as  a 
track  or  trolley  cable  for  aerial  tramways.  Also  called 
round  track  cable  and  smooth  coil  cable. 


Electrical  Definitions 


Electricity:  Direct  Current:  Alternating  Current:  Magnetism:  Current;  Ampere:  Amphere- 
hour:  Resistance;  Ohm:  Electromotive  Force;  Volt:  Power;  Watt:  Killowatt-hour :  Phase:  Series: 
Parallel:  Power  Factor:  Cycle:  Frequency:  Efficiency:  Rating:  Batteries:  Generators:  Transform 
ers:  Magnetos:  Motors:  Controllers:  Rheostat:  Switches,  Circuit-breakers  and  Fuses:  Electric  Brak 
ing:  Electrical  Equipment. 


Klcctricity  is  primarily  used  in  material  handling  as 
a  means  of  driving  machinery.  I '"or  this  purpose  there 
are  required  motors  or  electro-magnets,  and  these  units 
must  lie  connected  by  some  form  of  transmission  system 
to  an  electric  generator  or  storage  battery  which  consti 
tutes  a  source  of  electrical  energy  supply.  Eighty-live 
to  ninety  per  cent  of  all  new  material  handling  installa 
tions  arc  electrically  operated.  It  should  be  considered 
as  an  established  fact  that  electricity  is  the  proper  motive 
power  to  use  in  every  case  where  anything  beyond 
manual  capacity  is  required  for  driving  cranes,  hoists, 
elevators,  conveyors,  capstans,  and  other  machinery  in 
tended  for  handling  materials  in  bulk,  unless  no  central 
station  supply  is  available  and  the  construction  of  a  plant 
presents  unusual  difficulties.  The  characteristics  of  the 
machines  driven  vary  widely  with  the  cycle  of  work 
to  be  performed  and  the  class  of  industry  served  and  this 
makes  each  installation  a  separate  problem  in  itself. 
Availability  of  a  particular  type  of  electric  central  sta 
tion  as  a  source  of  supply  may  further  limit  the  choice 
of  equipment.  The  service  characteristics  for  a  given 
machine  are,  however,  generally  of  a  sufficiently  definite 
nature  to  determine  the  class  of  motor,  electro-magnet 
or  battery  suitable  for  the  work. 

Various  kinds  of  electrical  signalling  and  controlling 
apparatus  are  also  used  in  material  handling  and  are  fre 
quently  necessary  to  adapt  motors  to  the  starting,  driving 
and  stopping  of  machinery. 

The  economies  to  be  derived  from  electrification  of 
existing  material  handling  machinery  have  been  widely 
overlooked,  and  this  a  primary  reason  why  no  more  than 
approximately  five  per  cent  of  the  potential  demand  for 
material  handling  machinery  has  been  met.  The  most 
evident  consequences  of  electrification  are  increased  pro 
duction,  space  economy,  reduced  fire  risk,  flexibility  in 
arrangement  of  machines,  reliability  and  uniformity  of 
product,  and  reduced  depreciation.  For  hoisting  ma 
chinery  electric  drive  is  preferable  to  the  compressed  air, 
hydraulic  and  steam  drives  in  most  of  the  above  respects, 
with  ease  of  control  in  addition. 

The  conversion  of  the  older  types  of  drive,  for  example 
steam  to  electric  hoists,  may  in  some  instances  be  ac 
complished  by  removing  engine  connecting  rods,  and 
coupling  or  gearing  motors  to  crank  discs.  This  sub 
stitution  of  electric  drive  is  likely  to  cause  different 


stresses  which  may  exceed  the  maximum  ones  in  the 
older  types  of  drive,  so  that  it  is  generally  advi-able  to 
use  entirely  new  machinery. 

Electrical  Terms 

Electricity.  A  conception  of  electricity  sufficient  for 
present  purposes  is  obtained  by  a  consideration  of  what 
it  does  and  how  it  manifests  its  presence.  Electricity 
heats  a  wire  or  other  metal  conductor  through  which  it 
flows,  under  certain  conditions  producing  incandescence ; 
gives  a  sensation  of  shock  to  persons  or  animals  through 
whom  it  passes,  as  well  as  burning  the  skin ;  makes  sparks 
and  arcs  when  its  passage  through  a  continuous  circuit 
is  interrupted  by  opening  of  the  circuit;  deflects  a  mag 
netic  needle  placed  near  a  conductor  energized  by  it ; 
magnetizes  a  steel  or  iron  mass  if  the  latter  is  made  to 
form  the  core  of  a  coil  of  wire  through  which  the  cur 
rent  passes ;  and  causes  rotation  of  electric  motors ;  etc. 
A  further  conception  of  electricity  is  gained  by  not 
ing  the  methods  of  its  production.  It  can  be  obtained  at 
the  expense  of  the  chemical  energy  of  a  battery  or  of  the, 
mechanical  energy-  of  rotation  applied  to  a  generator,  and 
it  is  readily  reconverted  into  chemical  or  mechanical 
energy  as  in  the  storage  battery  and  motor.  Further 
more  the  generator  works  because  of  the  well  known 
physical  law  that  a  magnet  and  a  coil  of  wire  may  be  so 
moved  relatively  to  each  other  as  to  set  up  an  electromo 
tive  force,  thus  producing  an  electric  current  flow  in  the 
wire,  and  the  electromagnet  can  be  made  by  passing 
electricity  through  a  solenoid,  so  that  magnetism  and 
electricity  are  mutually  interconvertible. 

Direct  and  Alternating  Current.  An  electric  current 
practically  constant  in  magnitude  and  direction  of  flow  is 
called  a  direct  current.  The  term  continuous  current  is 
used  in  the  same  sense  in  England  but  in  America  con 
tinuous  is  intended  to  mean  steady  and  non-pulsating. 
Direct  current  motors  have  better  speed  control  than  al 
ternating  current  motors  and  permit  more  ready  employ 
ment  of  dynamic  braking  for  the  lowering  operations  of 
crane  work. 

An  alternating  current  is  an  electric  current  which 
varies  continuously  with  time  from  a  constant  maximum 
value  in  one  direction  along  the  circuit  to  the  same  value 
in  the  opposite  direction,  then  returning  to  zero  and  back 
again  to  the  first  direction,  alternately  repeating  this 


127 


MATERIAL    HANDLING    CYCLOPEDIA 


cycle  in  equal  intervals  of  time.  Such  a  current  alter 
nates  in  polarity  and  direction  of  flow  and  therefore  will 
not  charge  a  battery.  The  alternating  current  system  is 
generally  used  where  power  is  to  be  transmitted  over 
considerable  distances  or  in  large  amounts  because  of 
the  simplicity  and  ease  with  which  it  can  be  transmitted 
economically. 

Alternating  and  direct  current  are  readily  interconvert 
ible  by  the  use  of  suitable  apparatus. 

Magnetism.  It  has  been  known  for  centuries  that 
ferrous  metals  could  possess  the  characteristic  of  attract 
ing  iron  or  steel.  A  magnet  is  said  to  have  unit  strength 
when  it  exerts  a  repulsion  of  one  dyne  upon  an  exactly 
like  and  equal  magnet  at  a  distance  of  one  centimeter. 
Those  parts  of  a  magnet  which  possess  the  power  of  at 
tracting  iron  are  usually  the  ends  of  the  mass,  whether 
bent  or  straight,  and  are  called  the  poles  of  the  magnet. 
Any  space  in  which  a  magnetic  pole  will  be  acted  upon 
by  a  force  tending  to  set  it  in  motion,  such  as  the  space 
surrounding  a  magnet  or  conductor  of  electricity,  is  called 
a  magnetic  field.  A  magnet  may  be  made  by  passing  di 
rect  current  electricity  through  a  coil  of  wire  wrapped 
around  an  iron  core,  the  electric  current  producing  a 
magnetic  flux  in  the  iron,  and  forming  what  is  known  as 
an  electromagnet.  This  coil  is  called  a  solenM.  When 
sides  and  ends  of  the  solenoid  are  enclosed  in  iron,  thus 
furnishing  for  the  magnetic  flux  an  iron  return  path  of 
less  opposition  than  the  air  path,  the  unit  is  known  as  an 
iron  clad  solenoid. 

Current:  Ampere.  The  flow  of  electricity  from  place 
to  place,  for  example  along  a  conductor,  is  called  current. 
The  unit  of  electric  current  or  flow  is  the  ampere.  It  is 
practically  represented  by  the  direct  current  which  de 
posits  silver  at  the  rate  of  0.001118  grams  per  second 
from  a  silver  nitrate  solution  of  standard  specifications, 
and  is  technically  defined  as  the  direct  current  which, 
flowing  in  a  wire  of  one  centimeter  length  and  at  right 
angles  with  a  uniform  magnetic  field  of  unit  intensity,  will 
cause  the  wire  to  be  deflected  with  a  force  of  one  tenth 
of  a  dyne.  The  symbol  is  I  or  i. 

The  amount  of  current  flowing  in  a  conductor  is  im 
portant  in  determining  the  size  of  conductor  to  use, 
particularly  as  the  heating  is  proportional  to  the  square 
of  the  current.  One  ampere  of  alternating  current  is  that 
flow  of  electricity  which  produces  the  same  heating  ef 
fect  in  a  resistance  circuit  as  a  direct  current  of  one 
ampere.  The  electrical  measuring  instrument  which  in 
dicates  the  number  of  amperes  of  electric  current  flowing 
through  a  conductor  is  called  an  ammeter.  The  instru 
ment  is  placed  in  series  in  the  circuit  to  be  metered  or  is 
shunted  across  a  resistance  placed  in  the  circuit.  The 
latter  is  called  a  shunt  ammeter,  the  former  a  line  am 
meter. 

It  is  a  fundamental  law  stated  by  Kirchoff  that  the 
electric  current  leaving  a  conductor  must  equal  the 
amount  of  current  entering  for  all  direct  current  cir 
cuits.  Therefore  the  ammeter  may  be  inserted  in  the 
direct  current  circuit  at  any  point  and  the  same  ampere 
reading  will  result. 

Ampere-hour.  The  ampere-hour  is  the  unit  of  quantity  of 
electricity,  and  is  technically  defined  as  one  ampere  flow 
ing  for  one  hour,  or  as  the  product  of  the  current  in 
amperes  by  the  time  in  hours.  This  term  is  used  particu 
larly  in  charging  batteries.  (See  also  Battery  Capacity, 
Ampere-hour.  The  coulomb  which  is  one  thirty-six 
hundredths  of  the  ampere-hour  is  also  used  as  a  unit  of 
quantity. 


Resistance:  Ohm.  Resistance  is  the  term  used  to  ex 
press  the  opposition  to  the  flow  of  direct  current  elec 
tricity.  Any  substance  which  will  carry  electricity  is 
called  a  conductor,  though  this  carrying  ability  may  vary 
with  the  material.  The  resistance  of  a  uniform  conductor 
is  proportional  to  the  length  and  inversely  proportional 
to  the  cross-section.  A  rise  of  temperature  causes  an  in 
crease  of  resistance  with  nearly  all  metals.  The  re 
sistance  of  an  electrical  circuit  is  decreased  by  adding 
other  resistance  in  parallel,  or  increased  by  adding  re 
sistance  in  scries.  A  decrease  of  resistance  in  a  circuit 
causes  an  increased  flow  of  current,  if  other  conditions 
remain  unchanged.  Resistance  is  invariably  dissipative 
and  causes  a  loss  of  energy  which  goes  into  heat  and  thus 
the  flow  of  electricity  tends  to  raise  the  temperature  of 
any  conductor  through  which  it  passes.  (See  Rheostat.) 

The  unit  of  electrical  resistance  is  the  ohm.  It  is 
practically  represented  by  the  resistance  offered  to  an 
unvarying  electric  current  by  a  column  of  mercury,  hav 
ing  a  mass  of  14.4521  grams,  at  the  temperature  of  melt 
ing  ice,  of  a  constant  cross-sectional  area,  and  of  the 
length  of  106.3  centimeters.  The  symbol  is  R  or  r. 

Resistance  is  commonly  measured  by  dividing  the  volt 
age  across  the  circuit  by  the  amperes  of  current  flow. 
This  necessitates  the  recording  of  simultaneous  volt 
meter  and  ammeter  readings  on  the  unit  to  be  measured. 
Electromotive  Force:  Volt.  Electromotive  force  is  the 
electrical  pressure  tending  to  produce  current  flow.  It 
may  be  produced  in  two  ways,  namely,  (1)  by  bringing 
two  dissimilar  bodies  in  contact  as  in  the  case  of  bat 
teries,  (2)  by  varying  the  magnetic  flux  linking  a  circuit, 
as  for  instance  moving  the  coil  of  a  generator  armature 
past  the  magnetic  poles. 

The  electromotive  force  of  a  generator  depends  on  the 
amount  of  magnetic  induction  from  the  generator  poles 
.which  links  the  rotor  coils,  the  number  of  turns  of  arma 
ture  coil  and  the  speed  of  rotation.  (See  also  Battery 
Electromotive  Force.) 

The  unit  of  electromotive  force  is  the  volt.  It  is  the 
electromotive  force  which  steadily  applied  to  a  conductor 
of  one  ohm  resistance  will  produce  a  current  of  one  am 
pere.  The  symbol  is  E  or  e  and  V  or  v. 

The  electrical  measuring  instrument  which  indicates 
the  number  of  volts  of  electromotive  force  across  the 
terminals  of  a  machine  or  conductor  is  called  a  voltmeter. 
The  instrument  is  connected  in  parallel  with  the  unit 
across  which  the  voltage  is  to  be  measured. 

When  a  generator  is  running  at  rated  speed  and  no 
load,  that  is  without  any  current  passing  through  the 
armature  windings,  the  voltmeter  reading  across  the 
generator  terminals  is  the  generator  electromotive  force. 
If  a  load  is  connected  to  the  generator  there  will  be  a 
drop  of  voltage  due  to  the  armature  resistance,  and  the 
voltmeter  reading  will  be  lower.  The  latter  voltage  is 
commonly  called  the  potential  difference  between  the 
generator  terminals.  A  similar  phenomenon  occurs  in 
batteries.  The  voltmeter  reading  between  any  two  points 
on  a  circuit  may  also  be  termed  a  potential  difference. 
Power:  Watt.  The  power  of  an  electric  circuit  is  the 
rate  at  which  work  is  being  done  by  the  current.  The 
unit  of  electrical  power  is  the  watt.  The  symbol  is  P. 
For  direct  current  circuits  this  is  equal  to  the  product 
of  volts  and  amperes,  which  gives  rise  to  the  definition 
of  a  watt  as  a  volt-ampere.  For  alternating  current 
circuits  the  power  in  watts  is  equal  to  the  volt-amperes 
multiplied  by  the  cosine  of  the  angle  by  which  the  cur 
rent  leads  or  lags  the  voltage.  The  latter  quantity  is 


128 


DEFINITION    SECTION 


known  as  the  poii'er  factor  of  the  alternating  current  cir 
cuit.  A  watt  is  44.26  foot  pounds  per  minute,  one  horse 
power  dividend  by  746.  A  kilcnvatt,  one  thousand  watts, 
is  used  as  the  unit  of  power  where  large  amounts  are  in 
volved.  The  wattmeter,  and  kilowattmctcr,  are  the  measur 
ing  instruments  used  to  determine  the  rate  at  which  work 
is  being  done  at  any  given  instant. 

Kilowatt-hour.  The  kilowatt-hour  is  the  electrical 
unit  of  work,  being  the  amount  of  energy  delivered 
by  a  source  of  electricity  which  gives  out  power  at  the 
rate  of  1,000  watts  continuously  for  one  hour.  Electrical 
measuring  instruments  called  the  kilowatt-hour  meter  and 
watt-hour  meter  are  used  to  determine  the  amount  of 
electrical  energy  received  from  the  supply  circuit  during 
a  certain  interval  of  time.  This  is  the  meter  commonly 
used  to  determine  the  amount  of  electricity  used  by  a 
customer,  for  billing  purposes. 

Phase.  Phase  means  the  distance  in  angular  measure, 
from  the  instant  when  an  alternating  current  wave  passes 
a  certain  datum  point  (say  zero  current)  to  the  instant 
when  the  alternating  electromotive-force  wave  passes  the 
same  datum  point  (zero  voltage). 

Inductance  in  the  circuit  causes  the  current  to  lag  be 
hind  the  voltage.  If  there  is  capacity  in  the  circuit  the 
current  will  lead  in  phase.  If  the  voltage  and  current 
waves  are  rising  and  falling  exactly  in  step,  their  zero 
values  occurring  at  the  same  instant,  they  are  said  to  be 
in  phase. 

The  term  phase  is  also  applied  to  measure  the  angular 
distance  between  two  voltage  waves  of  the  same  fre 
quency  on  different  machines.  The  voltage  waves  of  two 
separate  circuits  are  said  to  be  in  phase,  for  example,  if 
their  wave  impulses  rise  and  fall  exactly  in  step. 

The  term  single  phase  is  applied  to  circuits  in  which 
the  alternator  is  arranged  to  give  a  single  voltage  wave 
to  a  two-wire  circuit. 

Two-phase,  or  quarter-phase,  is  used  to  designate  the 
combination  of  two  circuits  energized  by  alternating 
electromotive  forces  which  differ  in  phase  by  90  deg. 

Three-phase  means  the  combination  of  three  circuits 
energized  by  alternating  electromotive-forces  which  differ 
in  phase  by  120  detr.  Three  wires  are  required  for 
transmission  by  three-phase.  Polypliase  is  a  general 
term  applied  to  systems  of  more  than  a  single  phase. 

Any  of  the  above  systems  may  be  used  in  alternating 
current  machinery,  but  for  material  handling  equipment 
where  alternating  currents  are  selected,  the  single  phase 
or  three-phase  circuits  are  preferred. 

Series.  Series  or  series  connection  is  used  to  designate 
a  method  of  connecting  two  or  more  electric  machines 
or  conductors  to  a  supply  or  distribution  circuit  so  that 
the  same  electric  current  flows  through  each  one  in  turn, 
that  is,  first  through  one  and  then  through  the  next. 
Parallel.  Parallel  or  parallel  connection  is  used  to 
designate  a  method  of  joining  two  or  more  electric  ma 
chines  or  conductors  by  which  all  units  are  connected 
across  the  same  two  terminals  so  as  to  divide  the  electric 
current  between  them  as  it  flows  through  the  circuit. 
Multiple  is  a  synonymous  term.  The  current  divides 
inversely  as  the  resistance  encountered. 
Inductance:  Impedance:  Capacity:  Reactance:  A  sole 
noid  or  other  coil  of  wire  offers  more  opposition  to  the  flow 
of  alternating  current  electricity  than  to  direct  current 
electricity.  Furthermore  the  voltage  wave  measured  across 
such  a  coil  is  out  of  phase  with  and  leads  the  current  wave. 
This  is  known  as  the  inductance  effect.  In  certain  al 
ternating  current  circuits,  such  as  those  using  a  condenser, 


the  current  wave  leads  the  voltage,  this  being  known  as 
the  capacity  effects.  Inductance  and  capacity  have 
diametrically  opposite  effects  on  a  circuit  and  tend  to  neu 
tralize  each  other.  The  total  opposition  to  alternating 
current  flow  in  a  circuit,  including  the  resistance,  induct 
ance  and  capacity  combined  in  proper  vector  relationship 
to  each  other,  is  known  as  the  impedance.  Inductance  and 
capacity  combined  without  resistance  is  known  as  react 
ance. 

Power  Factor.  The  ratio  of  the  power  input  to  the 
product  of  effective  voltage  and  current  of  an  alternating 
current  circuit  is  defined  as  the  power  factor  of  the  cir 
cuit.  This  ratio  cannot  be  in  excess  of  unity  and  usually 
is  less.  Power  factors  may  be  lagging  or  leading  depend 
ing  on  whether  the  inductance  or  capacity  respectively  is 
the  predominating  influence. 

Cycle.  When  an  alternating  current  has  gone  com 
pletely  through  one  series  of  positive  and  negative  values, 
and  has  returned  to  its  original  condition,  it  has  passed 
through  a  cycle. 

Frequency.  Frequency  is  the  number  of  cycles  per 
second  in  the  alternating  current  circuit.  Twenty-five  and 
60-cycle  frequencies  are  the  most  common.  A  frequency 
of  25  cycles  is  often  used  for  power  generation,  and  60 
cycles  for  power  generation  and  lighting  service. 
Power  Capacity.  The  power  which  a  device  can  safely 

carry  is  called  its  power  capacity. 

Efficiency  is  the  ratio  of  the  power  delivered  by  a  ma 
chine  or  unit  to  the  power  received  by  it.  Efficiency  varies 
with  the  temperature,  speed,  load,  voltage,  current,  power- 
factor,  wave  shape,  and  frequency  of  the  machine,  as  well 
as  with  general  conditions  such  as  lubrication  and  com 
mutation  details.  For  alternators  and  transformers  the 
ratio  of  the  kilowatt  output  to  the  kilowatt  input  at 
rated  kilovolt-amperc  and  power  factor  is  defined  as  the 
efficiency. 

(See  also  Efficiency  of  Battery.) 

The  principal  losses  in  an  electrical  machine  are  core 
losses  including  eddy-current  losses,  I2  R  losses  in  the 
armature  and  field  windings,  brush  friction,  brush  con 
tact,  friction  bearings,  windage,  di-electric  losses,  short- 
circuit  losses  during  commutation,  rheostat  losses,  and  in 
transformers  the  extra  copper  loss  -of  the  windings  due 
to  stray  fluxes  caused  by  load  currents. 
Rating.  The  power  output  and  other  conditions  for 
operation  of  an  electrical  machine  are  specified  by  the 
manufacturer  on  the  rating  plates. 

Continuous,  short  time  and  nominal  ratings  are  the 
most  common  ones  used.  The  continuous  rating  of  a 
machine  gives  the  power,  current  and  voltage  at  which 
the  unit  is  intended  to  operate  without  stopping.  The 
machine  operating  at  this  continuous  output  should  meet 
the  approved  limitations  of  temperature,  mechanical 
strength,  commutation,  di-electric  strength,  frequency, 
speed,  voltage,  efficiency,  power  factor,  regulation,  wave 
shape  and  insulation  resistance.  The  short-time  service 
rating  of  a  machine  specifies  the  power,  current  and  volt 
age  at  which  the  unit  may  'be  safely  operated  for  the  lim 
ited  period  of  time  given  in  the  rating.  The  term  nominal 
rating  is  used  mostly  in  alternating  current  railway  ma 
chines  where  excessive  loads  for  brief  periods  of  time 
make  the  use  of  continuous  ratings  inconvenient.  For 
example,  a  substation  machine  may  be  given  a  nominal 
rating  of  kilovolt-ampere  output  at  a  stated  power  factor 
input,  which  after  producing  a  constant  temperature  in  the 
machine,  can  be  increased  50  per  cent  for  two  hours 
without  producing  excessive  temperatures.  Also  ma- 


129 


MATERIAL    HANDLING    CYCLOPEDIA 


chines  marked  with  a  nominal  rating  should  be  able  to 
carry  a  load  of  twice  their  rated  output  for  a  one-minute 
period  without  injury.  The  principal  limitations  of  elec 
trical  machines  relate  to  the  thermal  characteristics  and 
mechanical  stresses.  Temperature  is  the  most  common 
controlling  clement  in  fixing  the  rating. 

Rotating  machines  with  a  continuous  rating  should  be 
able  to  carry  a  50  per  cent  overload  current  momentarily 
at  rated  load  excitation,  and  should  be  able  to  develop, 
without  stalling,  a  running  torque  of  175  per  cent  of  the 
running  torque  corresponding  to  rated  load. 

Electric  locomotives  are  rated  in  terms  of  the  weight 
on  the  drivers,  nominal  one-hour  tractive  effort,  contin 
uous  tractive  effort  and  corresponding  speeds. 

Automobile  propulsion  motors  and  generators  should  be 
given  a  continuous  rating,  equal  to  the  output  available 
at  the  shaft  at  the  rated  speed.  Higher  temperature  rises 
than  those  standard  for  stationary  machines  are  permis 
sible  on  these  propulsion  dynamos,  thereby  reducing 
weight  and  bulk. 

(See  also   Rating,   Storage   Battery;   and  Motor.) 

Polarity.  The  terminal  of  the  generator,  battery  or 
other  electrical  unit  which  is  at  the  higher  potential  is 
said  to  be  the  terminal  with  positive  polarity,  and  the 
other  is  called  the  terminal  with  negative  polarity. 

Current  Capacity.  The  term  current  capacity  is  used 
in  connection  with  various  kinds  of  electrical  apparatus 
to  define  the  amount  of  current  which  the  conductors 
can  safely  carry.  Excessive  current  may  be  prevented 
in  a  circuit  by  placing  suitable  resistance  in  series  with 
the  circuit,  but  this  may  increase  the  heating  loss  beyond 
economical  limits.  Resistance  placed  in  parallel  with  the 
load  of  a  storage  battery  or  generator  increases  the  total 
current  flow  from  the  machine,  so  that  the  allowable 
addition  of  rheostats  in  parallel  with  any  load  is  limited 
by  the  current  carrying  capacity  of  the  machine. 

Electrical  Apparatus.  Any  machine  or  device  pertain 
ing  to  the  generation,  storage,  transmission,  control,  utili 
zation  or  measurement  of  electricity,  including  any  con 
trivance  used  to  regulate  the  operation  of  such  a  device, 
is  commonly  classed  as  electrical  apparatus  or  equipment. 
Batteries,  generators,  magnetos,  motors,  lifting  magnets 
and  electric  brakes  are  in  a  group  having  to  do  with 
the  generation,  storage  or  utilization  of  electricity.  Trans 
mission  apparatus  includes  transformers,  insulators,  and 
conductors.  There  is  a  group  containing  a  considerable 
number  of  electrical  controlling  machines  and  devices, 
such  as  rheostats,  switches,  push-buttons,  circuit  breakers, 
fuses,  controllers,  compensators,  overload  releases,  and  un 
derload  releases.  Certain  miscellaneous  devices  may  also 
be  classed  together  such  as  ignition  coils,  spark  plugs, 
solenoids,  signal  outfits,  lamps  and  measuring  instruments. 

Batteries  and  Battery  Details 

Battery.  A  group  of  cells  electrically  connected  and 
assembled  in  one  case  in  order  to  obtain  greater  voltage 
and  power  than  can  be  supplied  by  one  cell  is  called  a 
battery. 

The  cells  may  be  assembled  either  in  series  to  give 
higher  voltage  (equal  to  the  sum  of  the  cell  voltage),  or 
in  parallel  to  give  higher  current  than  one  cell  supplies, 
due  to  smaller  internal  resistance),  or  in  a  combination  of 
series  and  parallel  arrangements.  In  locomotive  service, 
48  or  more  cells  are  usually  used  in  series. 

The  conductors  connecting  the  terminals  of  a  battery 
cell  to  another  cell  or  to  the  external  circuit  are  called 
connector*.  The  container,  sometimes  called  the  case  or 


tray,  into  which  the  cells  are  assembled  to  form  a  battery, 
is  built  of  hardwood  thoroughly  coated  with  acid-proof 
paint  for  lead-acid  batteries  and  of  steel  for  nickel-iron 
batteries. 

Storage  batteries  are  used  to  drive  locomotives,  trucks, 
industrial  tractors,  or  smaller  carrying  devices,  and  port 
able  cranes ;  in  electric  starting  and  lighting  systems  of 
various  types  on  gasoline  and  kerosene  vehicles ;  in  signal 
systems ;  and  as  a  reserve  in  case  of  the  breakdown  of  a 
prime  mover  or  in  case  of  excessive  loads  in  the  power 
plant. 

The  voltage  of  a  battery  may  be  varied  by  cutting  in 
or  out  of  the  series  circuit  one  or  more  of  the  end  celts 
of  the  battery. 

Page  719.  736,  742. 

Lead-acid  Battery.  There  are  three  types  of  lead-acid 
cell:  (1)  a  storage  cell  with  lead  plates,  an  electrolyte 
of  dilute  sulphuric  acid,  and  a  jar  of  glass  or  hard  rubber. 
By  the  electrochemical  action  of  charging,  a  layer  of 
lead  peroxide  coats  itself  on  one  plate,  forming  the  con 
ductor  of  the  higher  potential.  (2)  A  storage  cell 
with  lead-antimony  alloy  plate  into  which  pasty  active 
material  of  lead  peroxide  is  pressed,  the  electrolyte  being 
dilute  sulphuric  acid,  and  the  jar  of  glass  or  hard  rubber, 
(3)  A  storage  cell  with  positive  plates  consisting  of  a 
series  of  hard-rubber  slotted  tubes  containing  active 
material,  an  electrolyte  of  dilute  sulphuric  acid,  and  jar 
of  glass  or  hard  rubber. 

The  positive  plate  of  all  these  types  is  essentially  lead 
peroxide  and  the  negative  plate  is  either  of  lead  or  else 
contains  an  active  material  of  spongy  metallic  lead. 

A  lead-acid  cell  when  charged  will  have  an  electromo 
tive  force  of  about  two  volts.  The  voltage  of  a  charged 
battery  with  cells  in  series  is  therefore  equal  to  the  num 
ber  of  cells  in  scries  multiplied  by  two.  When  the  lead- 
acid  cell  discharges  the  chemical  reaction,  produces  the 
current.  As  discharge  continues,  the  electrolyte  becomes 
weaker,  the  lead  sulphate  increases  in  quantity  and  bulk, 
lilling  the  pores  of  the  plates,  thereby  retarding  the  free 
circulation  of  the  acid.  Since  the  acid  cannot  maintain  its 
normal  action  the  cell  becomes  less  active  and  the  voltage 
drops.  Discharge  should  be  stopped  and  recharging  com 
menced  before  the  cell  voltage  has  dropped  lower  than  1.70 
volts.  The  electrolyte  used  in  the  lead  type  of  battery  is 
always  sulphuric  acid  of  special  purity  diluted  with  pure 
distilled  water.  The  various  battery  manufacturers  specify 
the  exact  conditions  and  constituents  of  electrolyte  for  best 
service  of  their  particular  cells  and  their  instructions 
should  always  be  carefully  followed. 

The  lead-acid  battery  is  less  expensive  in  first  cost 
than  the  nickel-iron  type  and  is  lighter  in  weight. 

Page  736. 

Nickel-iron  Battery.  The  nickel-iron,  or  alkaline,  type 
of  storage  battery  cell  consists  of  a  steel  jar  containing 
steel  plates,  active  material  of  nickel  and  iron  oxides,  and 
an  electrolyte  solution  of  sodium  or  potassium  hydroxide 
in  water.  It  has  been  widely  known  as  the  Edison  cell. 
During  discharge  the  negative  iron  plate  becomes  oxidized 
and  the  positive  nickel  oxide  plate  is  reduced  to  a  lower 
oxide;  the  electrolyte  is  not-  changed  chemically.  The 
true  chemical  change  is  complex  and  varies  with  condi 
tions.  The  specific  gravity  of  the  electrolyte  of  the  nickel- 
iron  cell  is  unchanged  by  charge  and  dis 
charge.  The  voltage  of  this  type  when  charged 
is  1.7  to  1.95  volts  per  cell.  As  a  means  of 
providing  efficient  supports  for  the  active  material, 
plates  and  separators  must  be  strongly  constructed. 


130 


DEFINITION    SECTION 


The  positive  plates  consist  of  perforated  steel  tubes, 
nickel  plated,  filled  with  alternate  layers  of  nickel  hy 
droxide  and  pure  metallic  nickel  in  thin  flakes,  and  the 
negative  plate  consists  of  a  cold  rolled  steel  grid,  nickel 
plated,  holding  a  number  of  rectangular  pockets  tilled  with 
powdered  iron  oxide.  The  nickel  is  added  to  give  the 
necessary  conductivity  to  the  active  material.  Narrow 
separating  strips  of  hard  rubber  are  inserted  between  the 
positive  and  negative  plates  to  insulate  them  from  each 
other  after  assembly,  and  side  insulators  and  hard  rubber 
Ixjttom  lining  are  used  to  prevent  contact  of  the  plates 
with  the  steel  container.  The  jar  is  of  nickel  plated  cold 
rolled  steel,  the  walls  being  corrugated  to  give  the  great 
est  amount  of  strength  with  minimum  weight.  A  nickel 
plated  sheet  cover  is  provided,  containing  two  pockets  for 
the  terminal  posts  and  an  opening  for  tilling  the  cell  with 
electrolyte  or  occasional  addition  of  distilled  water. 
Stuffing  boxes  with  hard  and  soft  rubber  washers  and 
bushings  arc  used  about  the  terminal  posts.  The  tilling 
opening  is  provided  with  special  vents  to  prevent  absorp 
tion  by  the  caustic  alkali  of  carbonic  acid  from  the  air, 
at  the  same  time  allowing  the  egress  of  gases  evolved 
during  charging. 

Nickel-iron  batteries  are  made  largely  of  steel  and  are 
therefore  particularly  strong  and  durable.  They  have  in 
many  cases  been  exposed  to  fire  without  serious  damage, 
and  have  withstood  short-circuit  during  accidents.  The 
frequent  hydrometer  readings  and  attention  necessary  in 
other  batteries  are  not  required,  so  that  maintenance 
charges  are  under  two  per  cent  of  the  original  cost.  The 
requirements  of  operation  are  charging,  keeping  outside 
of  cells  clean  and  adding  distilled  water.  Their  ability 
to  do  service  at  several  times  normal  discharge,  the  fact 
that  many  of  these  batteries  have  served  six  and  seven 
years,  and  the  absence  of  noxious  and  corrosive  fumes  are 
especially  desirable  features  for  many  kinds  of  service. 

Page  719,  742. 

Cell.  The  fundamental  unit  of  any  type  of  battery  is 
the  cell,  which  is  a  device  for  producing  electric  voltage 
by  the  chemical  action  resulting  when  two  electrical  con 
ductors  of  different  material  are  placed  in  an  acidic  liquid 
or  paste.  The  two  conductors  of  such  an  apparatus  are 
found  to  be  at  different  potentials  and  the  cell  will  there 
fore  act  as  a  generator  of  electricity  and  furnish  current 
to  a  circuit  connected  across  its  terminals. 

The  conductor  of  the  higher  potential  is  called  the 
positive  and  that  of  the  lower  potential  the  negative 
terminal.  The  positive  is  therefore  the  conductor  from 
which  current  flows  into  the  external  circuit  when  the 
battery  is  discharging,  while  the  negative  receives  cur 
rent  from  the  external  circuit  during  discharge.  The 
acidic  substance,  whether  liquid  or  paste,  is  called  the 
electrolyte. 

When  a  cell,  either  separately  or  iu  conjunction  with 
other  cells,  has  both  terminals  joined  to  a  conductor, 
the  current  flows  both  in  the  cell  and  outside  circuit  and 
the  terminal  voltage  of  the  cell  will  drop,  due  to  the 
opposition  of  the  internal  resistance  of  the  battery  to 
this  current  flow.  On  most  types  of  battery  the  negative 
plate  is  observed  to  waste  away,  its  consumption  fur 
nishing  the  energy  required  to  drive  the  current  through 
the  cell  and  the  external  circuit.  The  voltage  of  a  cell  is 
dependent  on  the  material  of  which  the  plates  are  made 
and  the  kind  and  condition  of  the  electrolyte.  Size  of 
parts  affects  the  capacity  and  life  of  the  cell  but  not  the 
voltage. 

A  cell  may  be  of  the  Primary  or  Secondary  class.    Pri 


mary  cells  are  of  small  capacity  and  not  suitable  for 
power  purposes,  but  are  used  for  ringing  bells,  gas 
engine  ignition  systems  and  similar  low  capacity  work. 
They  include  all  cells  which  can  be  recuperated  only  by 
the  installation  of  a  new  negative  plate  to  replace  that 
consumed,  and  by  the  substitution  of  fresh  electrolyte. 
Dry  cells  and  many  wet  cells  are  of  this  class.  Second 
ary  cells,  commonly  called  storage  cells  and  accumulators, 
are  recuperated  by  charging  with  direct  current  electricity 
from  an  outside  source,  sent  through  the  cell  in  the  di 
rection  opposite  to  that  in  which  it  delivers  current. 
Secondary  cells  are  used  whenever  batteries  are  to 
supply  electricity  to  motors.  There  are  two  principal 
types,  the  lead-acid  and  the  nickel-iron. 
Cell  Requirements.  A  good  cell  should  possess  all  01 
most  of  the  following  characteristics : 

1.  High    and   constant   electromotive    force. 

2.  Small  internal  resistance,  thereby  facilitating  high  cli*- 
charge  currents  and  low  internal  heating. 

3.  Constant  current  output,  therefore  freedom  from  po 
larization  or  local  action,  and  small  liability  to  rapid 
exhaustion. 

4.  Perfect  inactivity  when  the  circuit  is  open. 

5.  Durability,  freedom  from  need  of  constant  attention, 
and   a    serviceable   jar. 

6.  No  emission  of  corrosive  fumes,  and  no  overflow  of 
electrolyte. 

A  cell  also  has  to  meet  the  special  requirements  of  the 
use  to  which  it  is  put.  For  example,  a  cell  for  vehicle 
service  should  have  strength,  durability,  lightness  and 
suitable  capacity  which  means  low  internal  resistance  be 
cause  of  high  current  demand  on  acceleration  of  speed 
and  ascending  of  grades.  It  should  also  have  the  flattest 
possible  voltage  characteristic,  that  is  the  least  obtainable 
voltage  variation  under  average  conditions  of  discharge. 
A  cell  for  locomotive  work  requires  power,  ruggedness, 
high  efficiency  and  longevity.  For  some  kinds  of  service  a 
cell  needs  ability  to  furnish  current  and  withstand  de 
preciation  at  low  temperatures,  and  to  recuperate  after 
partial  discharge.  Low  operating  cost  is  ordinarily  quite 
as  important  as  low  irrftial  cost. 

Secondary  Cells.  In  secondary  cells  the  positive  and 
negative  conductors  are  generally  known  as  positive  and 
negative  flag's.  Roth  plates  consist  of  a  scries  of  grids, 
one  or  both  containing  active  material  which  gives  added 
capacity  to  the  cell.  In  addition  to  plates,  active  material 
and  electrolyte,  such  a  cell  consists  of  separators,  terminals 
and  container.  There  are  two  straps  (positive  and  nega 
tive)  each  supporting  its  series  of  vertical  plates,  thereby 
forming  two  groups  known  as  positive  and  negative.  The 
groups  are  arranged  with  spaces  between  the  plates  so 
that  the  two  series  may  be  interleaved  in  assembling, 
plates  of  opposite  polarity  being  kept  out  of  contact  by 
separators  of  non-conducting  material,  usually  hard  rub 
ber  or  wood.  Straps  are  provided  with  terminal  lu;;s  for 
attaching  the  plates  and  with  posts  to  which  the  cell 
connections  are  made.  One  positive  and  one  negative 
group  of  a  cell  with  separators  assembled  is  called  an 
element.  After  assembling  groups  and  separators  the 
whole  is  placed  in  a  sheet  steel,  rubber  or  hardwood  cell 
container  or  jar  with  the  electrolyte. 

Container.  The  container  or  jar  which  holds  the  elec 
trolyte  may  consist  of  the  following  acid  resisting  mate 
rials  : 

(1)  Hard  rubber,  glass  or  wood  for  lead-acid  cells. 
Glass  jars  are  customary  for  stationary  lead-acid  bat- 


131 


MATERIAL    HANDLING    CYCLOPEDIA 


teries,  except  for  the  larger  types  which  are  assembled  in 
lead  lined  wooden  tanks.  Cells  for  vehicle  service  have 
rubber  containers.  A  wood  container  coated  with  acid 
resisting  paint  is  used  in  many  of  the  smaller  sized  cells. 
(2)  Nickel  plated  cold  rolled  sheet  steel  containers 
with  corrugated  sides  for  nickel-iron  cells. 

Cover  Details.  The  cover  of  the  battery  jar  is  usually 
of  the  same  material  as  the  jar  and  is  sealed  to  it  with 
a  gas-tight  joint.  It  is  provided  with  a  filling  vent  or 
aperture  for  each  cell  through  which  the  electrolyte  or 
water  is  introduced,  and  which  is  closed  by  a  hinged 
threaded,  or  bayonet  type  filling  plug  containing  a  gas  vent. 

Group.  A  group  is  a  set  of  cell  plates,  either  positive 
or  negative,  assembled  to  a  hard  lead  or  lead-antimony 
casting  called  a  strap.  The  assembling  is  usually  accom 
plished  by  burning,  the  terminal  post  and  strap  being  usu 
ally  cast  in  one  piece.  Cell  capacity  is  increased  by  using 
more  than  one  plate  per  terminal  because  of  the  in 
creased  area  of  active  material  exposed  to  the  electrolyte. 
Straps  consisting  of  a  central  round  terminal  are  called 
pillar-post  straps,  those  in  the  form  of  an  inverted  L 
are  called  plate  straps.  The  term  cross-bars  is  used  syn 
onymously  with  strap.  The  portions  of  the  straps  of  a 
cell  extending  through  the  cell  cover  and  used  as  termi 
nals  are  called  posts  or  poles. 

Battery  Terminals.  Fittings  known  as  battery  termi 
nals  are  attached  to  the  positive  plate  of  one  end  cell 
and  to  the  negative  plate  of  the  other  end  cell  of  a 
battery  to  provide  electrical  connection  to  the  remaining 
units  of  the  electric  circuit.  These  fittings  are  numerous 
in  type  and  manufacture  and  vary  with  the  size  and  kind 
of  battery.  There  are,  for  example,  the  cable  and  bolt 
terminals ;  the  tray  terminals  which  are  commonly  of 
the  wing  nut  or  box  types ;  and  the  taper  terminals,  made 
in  rights  and  lefts  with  different  tapers  for  positive  and 
negative  to  prevent  intercharging. 

Separators.  Glass  rods,  or  rubber  or  treated  wood 
strips  called  separators  are  inserted  between  the  positive 
and  negative  plates  of  a  battery  to  keep  them  from 
coming  in  contact.  Separators  in  lead-acid  type  portable 
batteries  may  be  smooth  or  corrugated  wood,  suitably 
treated;  or  thin  sheets  of  slotted  or  perforated  hard 
rubber;  or  threaded  rubber  in  which  cotton  threads  run 
transversely  to  the  surface  of  the  separator.  Perforated 
hard  rubber  separators,  if  used,  are  generally  accom 
panied  by  wood  separators.  Separators  in  lead-acid  type 
stationary  batteries  may  be  glass  or  wood  rods ;  wood 
plates  reinforced  with  dowels;  or  corrugated  wood  plates. 
Separators  in  Edison  cells  consist  of  hard-rubber  rods, 
and  strip  and  plain  sheets  referred  to  as  pin  and  side 
insulators  respectively.  By  using  separators  the  adjacent 
positive  and  negative  plates  may  be  maintained  at  a 
minimum  desirable  distance  apart,  thereby  reducing  the 
internal  cell  resistance  and  the  weight  and  space  required 
for  the  battery.  Untreated  wood  contains  injurious  acid 
which  attacks  the  plates  and  also  has  a  high  resistance 
which  prohibits  its  use  as  separators.  Proper  treatment 
removes  these  difficulties. 

Sealing.  Usually  a  bituminous  pitch  or  other  sealing 
compound  is  used  to  seal  the  covers  to  the  jars  of  port 
able  type  batteries.  Also  a  threaded  ring,  known  as  a 
sealing  nut,  is  screwed  on  the  terminal  post  of  some 
lead  cells  to  clamp  the  cover  in  place  and  prevent  leak 
age  of  electrolyte.  (See  also  Nickel-iron  Battery.) 

Open  Circuit  Voltage.  The  open  circuit  voltage,  called 
electromotive  force,  of  a  cell,  battery  or  generator  is 
measured  by  a  potentiometer  or  high  resistance  volt 
meter  when  there  is  no  connection  with  the  load,  so  that 


no  current  is  being  delivered.  In  a  battery  it  depends 
entirely  upon  the  chemical  composition  of  the  cells  (par 
ticularly  the  material  of  the  plates),  condition  of  elec 
trolyte,  state  of  charge  and  temperature,  and  is  in  no 
way  dependent  on  size  or  number  of  plates  per  cell. 
The  electromotive  force  of  a  cell  drops  considerably 
during  discharge  and  recuperates  during  charge.  (See 
also  Charge;  Lead-acid  Battery;  Nickel-iron  Battery.) 
The  potential  difference  between  the  terminal  posts  of  a 
cell  during  discharge  will  always  be  less  than  the  elec 
tromotive  force  by  the  amount  of  the  resistance  drop  of 
voltage  in  the  cell  due  to  current  flow. 

Internal  Resistance.  The  ohmic  resistance  within  a 
battery  cell  is  defined  as  the  internal  resistance  of  the 
cell.  It  should  be  small  if  the  battery  efficiency  and 
capacity  are  to  be  high.  Heating  of  the  battery  with  its 
consequent  energy  loss  is  directly  proportional  to  this 
resistance  and  the  effective  voltage  at  the  battery  termi 
nals  is  reduced  by  it.  For  all  classes  of  service  demand 
ing  high  current  flow  to  any  extent,  the  internal 
resistance  should  be  especially  low. 

Discharge.  Discharge  is  the  conversion  of  the  chemical 
energy  of  a  battery  or  cell  into  electrical  energy  by  the 
flow  of  electric  current  from  the  battery  through  an 
external  circuit.  The  proportion  of  discharge  of  lead- 
acid  batteries  is  best  determined  by  use  of  a  hydrometer 
syringe  which  indicates  the  specific  gravity  of  the  elec 
trolyte.  For  nickel-iron  cells  the  voltage  and  previous 
condition  of  charge  are  the  principal  indications  of  the 
state  of  discharge.  (See  also  Charge.) 

Charge.  Charging  is  the  passing  of  direct  current 
through  a  battery,  in  the  direction  opposite  to  that  of 
discharge,  in  order  to  restore  to  the  battery  the  active 
materials  or  energy  used  during  discharge.  It  is  essen 
tial  to  watch  two  things  in  charging  a  battery  or  cell, 
namely  the  rate  in  amperes  and  the  time  that  charging 
continues. 

When  charging  a  lead-acid  battery  the  acid  absorbed 
by  the  plates  during  discharge  is  driven  from  the  plates 
by  the  charging  current  and  restored  to  the  electrolyte. 
This  is  the  whole  object  of  charging  in  this  type  of  cell. 
There  is  no  loss  of  acid  during  either  charge  or  dis 
charge.  A  fully  charged  cell  of  the  lead-acid  type  should 
give  two  volts  and  a  hydrometer  reading  of  1.270  to 
1.300  (1.200  to  1.230  in  tropical  climates).  A  battery 
having  a  specific  gravity  of  1.150  or  less,  by  a  hydrom 
eter  reading,  is  considered  to  be  discharged.  A 
specific  gravity  of  1.160  would  indicate  about  three- 
quarters  discharged  condition.  A  discharged  battery  has 
converted  so  much  of  its  chemical  energy  into  electrical 
energy  that  it  needs  recharging  in  order  to  prevent  harm 
to  the  cell  from  the  excessive  giving  up  of  its  chemical 
energy.  The  electromotive  force  should  not  fall  below 
1.70  volts  per  cell,  but  the  presence  of  a  higher  electro 
motive  force  is  not  a  safe  measure  of  condition  of 
charge.  (See  also  Charging  .Rate.) 

When  charging  nickel-iron  batteries  there  is  no  change 
of  specific  gravity  of  the  electrolyte.  The  voltage  char 
acteristics  vary  principally  with  the  temperature,  condi 
tion  of  electrolyte,  time  since  last  charges,  and  rate  of 
charge  or  discharge.  The  normal  discharge  voltage  at 
rated  current  is  1.2  volts  per  cell.  The  final  voltage 
with  the  current  on  should  be  about  1.8  volts  per  cell  but 
may  be  from  1.7  to  1.95.  The  normal  temperature  of 
this  type  of  battery  is  90  to  100  deg.  F.  when  charged. 
Open-circuit  voltage  gives  no  indication  of  state  of 
charge. 


DEFINITION    SECTION 


Charging    Equipment,    Battery.      The    devices    used    in 
charging   storage  batteries  used  on   trucks,  tractors  and 
locomotives. 
Page  717. 

Water  Still.     A   device  for  generating  steam  and  then 
condensing  it  into  pure  water.     Stills  are  commonly  used 
to  obtain  the  water  used  in  storage  batteries. 
Page  738. 

Charging  Rate.  The  proper  value  of  the  direct  current 
in  amperes  to  use  in  recuperating  a  battery  is  known  as 
the  charging  rate.  It  varies  for  different  sized  cells,  and 
for  a  given  cell  the  amperes  used  when  charging  begins, 
commonly  known  as  the  normal  charging  rate,  will  ex 
ceed  the  value  when  charging  is  partially  completed. 

The  lower  current  value  specified  is  the  finishing  rate. 
Too  high  a  current  rate  in  charging  will  overheat  a  bat 
tery,  thereby  shortening  its  life.  The  limiting  tempera 
ture  is  usually  given  as  110  deg.  F.,  and  even  this  is 
too  much  for  steady  maintenance.  Continued  high  tem 
perature  distorts  and  buckles  the  plates,  chars  and 
weakens  the  wood  separators  and  softens  and  distorts 
the  case  and  cover.  Once  a  week  a  battery  of  the  lead- 
acid  type  should  receive  a  prolonged  charge  at  less  than 
the  finishing  rate  until  all  cells  are  fully  charged.  This  is 
known  as  the  equalizing  clutrge.  It  is  continued  until 
all  cells  are  gassing  evenly  and  freely  or  according  to 
the  manufacturer's  specifications. 

Trickle  Charge.  A  charge  used  on  lead  batteries  when 
in  wet  storage  to  prevent  deterioration  from  disuse  is 
called  the  trickle  charge.  It  is  usually  about  1  per  cent 
of  the  finishing  rate. 

Freshening  Charge.  A  normal  or  partial  charge  given 
to  a  battery  which  has  been  standing  idle,  to  insure  that 
it  is  fully  charged,  is  known  as  a  freshening  charge. 
Also  the  periodic  charge  of  batteries  in  storage  to  pre 
vent  deterioration  from  disuse  is  designated  in  this 
manner. 

Overcharge.  Excessive  charging  of  a  battery  cell  is 
termed  overcharge.  It  washes  out  the  positive  active 
material  and  also  acts  on  the  positive  grids,  giving  them 
a  scaly  appearance. 

Starvation.  Consistent  undercharging  of  a  battery,  the 
discharges  being  continually  greater  than  the  charges,  is 
called  starvation.  Poor  service  and  shortened  life  of 
battery  result. 

Sulphated.  A  sulphated  battery  is  one  in  which  an 
abnormal  formation  of  hardened  lead  sulphate  has  been 
permitted  to  accumulate,  due  to  starvation  or  excessive 
discharge. 

Wet  Storage.  The  storage  of  batteries  containing  their 
electrolyte  is  common  practice  with  vehicle  batteries  in 
many  locations,  particularly  where  winter  climate  pre 
vents  their  use.  A  trickle  charge  is  applied  occasionally 
lo  prevent  deterioration  from  disuse  and  also  to  prevent 
freezing,  by  keeping  up  the  specific  gravity  of  the  elec 
trolyte,  and  thereby  lowering  its  freezing  point. 

Battery  Capacity,  Ampere-hour.  The  number  of  am- 
'pere-hours  which  can  be  delivered  by  a  battery  at  any 
rate  of  current  flow  under  normal  temperature  conditions 
is  the  ampere-hour  capacity.  It  diminishes  with  increased 
rates  of  current  discharge  except  on  nickel-iron  batteries, 
and  it  is  always  less  than  the  ampere-hour  input  in 
charging  for  the  same  current  flow.  Higher  capacities 
are  recorded  when  the  charge  is  given  at  high  tempera 
tures,  but  110  deg.  C.  should  never  be  exceeded.  The 
capacity  is  also  affected  by  the  size  of  plates,  purity 
of  electrolyte,  age  and  condition  of  the  battery.  New 


batteries  frequently  show  increased  capacities  with  suc 
cessive  charges  for  a  limited  time.  Nickel-iron  cells  may 
show  as  much  as  30  per  cent  above  normal  rating,  im 
provement  increasing  for  as  much  as  twenty  charges 
and  discharges.  When  a  battery  is  nearly  worn  out  its 
capacity  may  be  far  below  rating.  In  nickel-iron  batteries, 
however,  the  electrolyte  may  and  should  be  renewed 
before  the  capacity  falls  to  its  rated  value.  If  overloads 
are  too  frequently  imposed  on  a  lead-acid  battery,  the 
resulting  overheating  will  cause  "buckling,"  which  is 
distortion  of  the  battery  cell  plates  such  as  warping 
and  bending.  No  harm  is  done  to  an  Edison  battery  by 
discharging  it  at  several  times  normal  current  or  even 
by  complete  short  circuit. 

Efficiency  of  Battery.  The  ratio  of  useful  output  to 
total  input  is  efficiency.  This  may  be  expressed  as 
ampere-hour,  the  watt-hour,  or  the  voltage  efficiency,  but 
is  usually  considered  to  be  watt-hour  output  divided  by 
watt-hour  input. 

Rating,  Storage  Battery.  The  power  output  and  other 
conditions  for  operation  of  a  battery  as  specified  by  the 
manufacturer  on  the  rating  plate  is  the  battery  rating. 
It  is  limited  by  the  internal  resistance,  temperature, 
mechanical  stresses  and  current  output. 

It  is  standard  practice  with  nickel-iron  cells  to  fix  the 
rating  in  terms  of  the  amperes  they  will  give  continu 
ously  for  five  hours.  Capacity  in  ampere-hours  is  there 
fore  live  times  the  current  rate.  The  normal  current 
rates  of  charge  and  of  discharge  are  the  same,  but  the 
time  of  normal  charge  is  seven  hours. 
See  also  Battery  Capacity,  Ampere-hour. 

Gassing.  The  bubbling  of  the  electrolyte  caused  by 
the  rising  of  gas  set  free  toward  the  end  of  charge  is 
known  as  gassing.  Nickel-iron  cells  give  off  more  gas 
than  lead  cells,  and  more  when  reversed  than  when  dis 
charging.  Excessive  gassing  or  impurities  in  the  solution 
sometimes  cause  frothing  or  bubbling  of  the  electrolyte 
out  through  the  vent  cap.  Flooding  or  overflow  of  the 
electrolyte  through  the  filling  tube  of  a  battery  cell  is 
usually  caused  by  an  excessive  quantity  of  electrolyte. 

Separator.  Non-conducting  material,  usually  hard  rub 
ber  or  wood  used  to  hold  the  plates  of  a  cell  in  place 
are  called  separators. 

The  term  is  also  used  to  designate  the  part  of  an  Edi 
son  gas  vent  which  permits  the  escape  of  gas  but  retains 
the  spray. 

Sediment.  Sediment  is  active  material  of  a  battery  cell 
which  has  gradually  fallen  from  the  grids  and  accumu 
lated  in  the  space  below  the  plates.  Clearance  space  is 
specially  provided  for  this  accumulation.  When  the 
separators  are  charged  and  the  battery  is  overhauled  the 
sediment  is  usually  washed  out.  Sediment  scoops  may 
be  used  on  certain  types  of  batteries  for  the  removal 
of  this  material. 

Burning.  The  process  of  welding  lead  alloys,  called 
burning,  is  accomplished  by  melting  the  parts  to  be 
joined  with  an  electric  arc,  or  with  an  illuminating  or 
hydrogen  gas  blow-pipe,  and  then  filling  gaps  by  melting 
and  running  in  lead  antimony  alloy  from  a  strip  known 
as  a  burning  strip.  In  electric  arc  burning  a  pointed 
carbon  rod,  called  an  arc  burner,  is  used  to  conduct  the 
current  and  melt  together  the  parts  to  be  joined.  This 
is  also  called  lead  burning. 

Local  Action.  Parasitic  currents  within  the  cell  itself 
due  to  differences  of  potential  between  different  parts 
are  called  local  action.  A  battery  should  be  constructed 
to  have  a  minimum  local  action.  The  surface  of  the 


133 


MATERIAL    HANDLING    CYCLOPEDIA 


negative  plate  will  however  ordinarily  contain  small  par 
ticles  of  impurities  which  act  on  the  acidic  electrolyte 
in  the  same  manner  as  the  positive  plate.  Since  these 
impurities  are  electrically  connected  with  the  electrolyte 
and  the  negative  plate  there  are  minute  local  batteries 
formed  about  this  pole  even  if  the  cell  is  on  open  cir 
cuit,  and  the  active  material  continually  wastes  away. 
Amalgamation  of  the  surface  of  zinc  plates  will  prevent 
contact  of  the  surface  impurities  with  the  electrolyte 
and  will  reduce  local  action. 

Short  Circuit.  As  applied  to  batteries  there  are  two 
kinds  of  short  circuit :  First,  the  electrical  connection  of 
positive  and  negative  plates  within  a  battery  cell.  This 
may  be  due  to  the  breaking  down  of  a  separator  permit 
ting  the  plates  to  touch,  to  the  accumulation  of  sedi 
ment  or  the  connection  of  the  plates  by  foreign  material 
admitted  through  the  vent.  Second,  the  direct  electrical 
connection"  of  the  positive  and  negative  terminals  outside 
of  a  battery  cell,  resulting  in  the  electromotive-force  of 
the  battery  expending  itself  on  warming  up  the  battery 
because  of  the  negligible  resistance  of  the  external 
circuit. 

Vehicle  Battery.  A  storage  battery  which  furnishes 
the  motive  power  of  vehicles  such  as  electric  automo 
biles,  cars,  trucks  and  tractors  is  called  a  vehicle  battery. 
In  the  larger  sizes  such  batteries  are  known  as  truck, 
tractor  or  locomotive  batteries,  depending  on  their  use. 

The  installation  of  the  battery  on  any  vehicle  is  a 
matter  of  prime  importance.  Accessibility  is  desirable 
and,  for  lead-acid  batteries,  a  great  necessity  in  order 
that  battery  inspection  will  not  be  neglected.  A  linn, 
strong  mounting  on  the  frame  of  automobiles  underneath 
the  front  seat  has  become  almost  standard,  although  the 
running  board  is  sometimes  used,  especially  on  trucks. 
The  latter  position  is  accessible  but  subject  to  more 
severe  vibration  and  exposure  which  necessitates  en 
closure  in  a  strong  metal  box.  On  storage  battery  loco 
motives  the  battery  is  large  and  therefore  requires  spe 
cial  frame  design  for  its  protection  and  support.  For 
tractors,  a  specially  installed  flexible  mounting  is  pre 
ferred,  and  rubber  cushions  or  springs  are  desirable. 

Battery  leads  should  be  sufficiently  long  so  that  there 
is  no  pull  on  any  cell  parts.  If  extra  length  is  not 
provided  car  motion  may  damage  battery  terminals. 

A  vehicle  type  battery  furnishing  the  motive  power 
for  a  commercial  truck  is  usually  made  up  of  12  lead- 
acid  cells,  or  21  nickel-iron  cells,  and  has  a  total  capac 
ity  of  about  225  ampere-hours. 

This  unit  is  called  a  truck  battery. 

Page  719,  736,  742. 

Generators,  Motors  and  Electrical  Details 
Generator.  An  electrical  machine  for  converting  me 
chanical  energy  into  electrical  energy  is  called  a  gener 
ator.  The  term  is  sometimes  used  in  a  broader  sense 
to  include  batteries  because  they  generate  electricity, 
but  the  limited  meaning  is  the  more  widely  accepted.  A 
generator  is  constructed  in  two  essential  parts,  namely, 
the  stator,  or  stationary  part,  and  the  rotor,  or  revolv 
ing  part,  also  called  the  armature.  In  most  direct  cur 
rent  generators  and  in  some  types  of  alternating  current 
generators,  the  stator  consists  of  a  frame  with  two  or 
more  magnetic  poles,  and  the  carefully  balanced  rotor 
consists  of  coils  wound  on  a  laminated  iron  core  having 
special  slots  to  hold  the  windings.  The  motion  is  pro 
duced  by  a  steam  or  gas  engine,  motor,  turbine  or  other 
prime  mover,  so  that  there  results  the  physical  phenom 
enon  of  a  coil  moving  past  a  magnet  in  such  a  way  that 


the  coil  periodically  cuts  the  magnetic  field  between  the 
poles.  This  produces  an  alternating  current  electromo 
tive  force  in  the  armature  coil.  If  this  coil  is  connected 
by  slip  rings  and  brushes  to  the  ends  of  a  conductive 
circuit,  alternating  current  will  flow  in  the  circuit.  If 
the  coil  is  connected  to  the  brushes  on  the  ends  of  a 
circuit  by  a  suitable  converting  device,  called  a  com 
mutator,  direct  current  will  flow  in  the  circuit.  The 
commutator  reverses  the  connection  between  the  coil 
and  external  circuit  at  the  proper  moments  to  keep  the 
polarity  the  same  at  the  generator  terminals. 

The  electromotive  force  at  any  instant  depends  upon 
the  speed  of  rotation,  the  strength  of  the  magnetic  field 
and  the  number  of  the  loops  of  each  armature  coil.  To 
obtain  a  steady  current  a  large  number  of  coils  is  placed 
around  the  rotor  core. 

Direct  current  generators  are  sometimes  so  designed 
that  the  magnetic  poles  are  attached  to  the  rotor,  giving 
a  rotating  field,  and  the  armature  winding  is  then  placed 
on  the  stator.  There  is  also  one  type  of  alternating 
current  generator,  called  an  induction  generator,  which 
has  a  revolving  electrical  field  in  place  of  fixed  magnetic 
poles. 

Direct  current  generators  are  classified  according  to 
the  method  of  field  excitation.  Scries  generators  have 
their  field  windings  in  series  with  the  armature  coil  and 
will  consequently  have  heavy  field  currents  and  give 
increased  voltage  with  increase  of  loads.  Shunt  gener 
ators  have  their  field  windings  in  parallel  with  the  arma 
ture  coil,  and  are  subjected  to  full  line  voltage.  They 
have  a  high  field  resistance  consisting  of  many  turns  of 
wire  in  order  to  magnetize  the  poles  and  the  held  cur 
rent  must  be  low  to  prevent  abnormal  heating  losses  in 
the  magnetizing  coils.  The  voltage  can  be  varied  through 
narrow  limits  by  adjustment  of  the  field  current  with 
an  external  rheostat  in  series  with  the  field. 

A  combination  of  the  series  and  shunt  generator, 
known  as  the  compound  generator,  is  obtained  by  the 
use  of  both  series  and  shunt  fields  on  one  machine.  If 
both  series  and  shunt  field  currents  flow  so  as  to  produce 
the  same  kind  of  polarity  in  each  magnetic  pole  the 
coils  are  said  to  be  cumulatively  ii-ound,  and  if  these 
currents  neutralize  each  other  the  generator  is  said  to 
be  differently  wound.  A  generator  with  a  cumulative 
winding  will  give  increased  voltages  with  increase  of 
load.  Differential  windings  may  be  designed  to  give 
rising,  falling  or  a  combination  of  increasing  and  later 
of  decreasing  voltage  with  increase  of  load.  A  com 
pound  generator  is  designated  as  long  shunt  or  short 
shunt  according  as  the  shunt  field  is  connected  across 
both  armature  winding  and  series  field  winding  or  just 
across  the  armature  winding  respectively.  A  generator 
may  receive  its  excitation  also  from  another  machine  or 
from  a  storage  battery,  in  which  case  it  is  called  a  sep 
arately  excited  generator. 

A  direct  current  generator  can  be  operated  as  a  motor 
to  convert  electrical  power  into  mechanical  power,  but 
there  are  minor  differences  of  design  which  make  it 
commercially  undesirable  to  operate  a  machine  inter 
changeably  as  generator  and  motor,  as  a  common  prac 
tice.  In  dynamic  braking,  which  seei  the  electric  motor 
is  made  to  run  at  times  as  a  generator  in  order  to  con 
trol  machine  speeds. 

Generators  are  so  manipulated  in  some  types  of  ma 
terial  handling  machinery  as  to  regulate  motor  speeds, 
using  the  so-called  Ward  Leonard  system  (see  Speed 
Control  of  Motors).  The  generator  as  a  source  of  elec 
tricity  is  an  important  unit  of  a  central  station  and  is 


DEFINITION    SECTION 


operated  ordinarily  at  a  distance  from  and  independent 
of  the  material  handling  installation  except  for  inter 
connection  by  the  transmission  system.  For  this  rea 
son  the  generator  is  only  occasionally  a  part  of  the 
equipment  to  he  chosen  in  making  an  installation.  Its 
presence  in  a  power  house,  however,  will  often  deter 
mine  the  voltage  and  class  of  motors,  whether  alternat 
ing  or  direct  current,  for  a  whole  neighborhood. 

1'agc    706,    756. 

Transformer.  A  transformer  is  a  stationary  alternating 
current  machine  for  changing  electric  energy  of  one 
voltage  to  electric  energy  of  another  voltage,  through 
the  medium  of  magnetic  energy,  without  mechanical 
motion.  The  transformer  consists  of  two  separate  and 
distinct  coils  of  wire  wound  on  an  iron  core.  If  alter 
nating  current  is  supplied  to  one  coil,  an  alternating 
current  will  result  by  electro-magnetic  induction  in  the 
other  coil.  The  voltages  of  the  two  coils  vary  in  the 
same  ratio  as  the  number  of  turns  of  the  coils,  thus 
making  it  possible  to  design  a  machine  which  will  either 
raise  or  lower  an  alternating  current  voltage  by  any 
specified  amount.  A  transformer  may  also  be  designed 
witli  suitable  taps  in  either  the  high  or  low  voltage 
windings  for  the  purpose  of  obtaining  a  variety  of  volt 
age  ratios  of  transformation  from  one  machine,  but  this 
sometimes  adds  considerably  to  the  cost  of  the  machine. 

The  coil  of  the  transformer  which  has  the  lesser  num 
ber  of  turns  is  called  the  low-voltage  winding  because 
it  has  a  lesser  potential  across  its  terminals  than  the 
other  coil.  Similarly  the  coil  with  the  larger  number 
of  turns  and  the  higher  voltage  is  known  as  the  high- 
voltage  winding.  The  high  voltage  may  not  exceed  the 
low  voltage  by  any  appreciable  amount  but  is  more  com 
monly  several  or  many  times  the  low  voltage. 

A  transformer  sometimes  has  part  of  its  turns  com 
mon  to  both  high  voltage  and  low  voltage  windings,  and 
is  then  called  an  auto-transformer.  There  is  only  one 
winding  for  both  high  voltage  and  low  voltage.  A  ter 
minal  is  tapped  off  from  the  coil  at  such  a  point  that 
the  potential  between  this  terminal  and  one  of  the  high 
voltage  terminals  will  give  the  low  voltage  desired.  This 
type  of  transformer  is  often  used  where  the  ratio  of 
transformation  is  small  because  it  gives  a  considerable 
saving  in  copper.  Certain  applications  of  the  auto- 
transformer  are  common  in  speed  controlling  apparatus 
of  alternating  current  machines. 

That  winding  of  a  transformer  which  receives  the 
energy  flow  from  the  supply  circuit  may  be  called  the 
primary.  The  other  winding  which  receives  its  energy 
flow  from  the  primary  by  induction  may  be  called  the 
secondary.  The  terms  primary  and  secondary  are  fre 
quently  ambiguously  interchanged  in  usage  and  might 
better  be  replaced  in  many  instances  by  the  terms  high 
voltage  and  low  voltage.  The  primary  and  secondary 
windings  of  a  transformer  exert  a  considerable  mechani 
cal  stress  on  each  other  so  that  a  reinforcing  and 
clamping  structure  must  be  carefully  designed  and  con 
structed.  Insulation  against  voltage  breakdown  between 
coils  and  suitable  oil  circulation  around  the  windings  to 
receive  heat  radiation  are  also  vital.  Cooling  may  be 
provided  by -the  use  of  radiators,  corrugations  on  the 
containing  tanks  and  cold  water  cooling  coils. 

Both  indoor  and  outdoor  transformers  are  made,  and 
portable  machines  may  be  mounted  on  specially  con 
structed  trucks. 

Transformer  efficiencies  range  from  97  to  99  per  cent 
when  operated  under  the  full  load  conditions  specified 
on  the  rating  plate.  Almost  no  attention  is  required 


other  than  occasional  thermometer  readings  when  over 
load  seems  imminent,  or  water  supply  regulation  where 
cooling  coils  are  used. 

The  design  of  each  transformer  is  a  specific  problem 
in  itself  depending  on  capacity,  voltage  ratio,  space  facili 
ties,  permissible  heating,  type  of  machine  desired,  frc- 
quency  and  line  operating  phase.  Therefore  the  trans 
former  must  usually  be  specially  designed  to  meet  tin- 
service  desired. 

Page  706,  756. 

Magneto.  A  magneto  is  a  special  form  of  alternating 
current  generator  which  is  used  in  such  low  power 
work  as  internal  combustion  engine  ignition  and  ringing 
bells  for  vehicle  warnings,  for  signals  and  for  telephones. 
There  are  both  low  tension  and  high  tension  magneto-, 
the  former  developing  from  15  to  100  volts,  the  latter 
15,000  to  20,000  volts.  Ordinarily  the  low  tension  mag 
neto  consists  of  a  permanent  magnet  with  a  revolving 
armature  coil  which  generates  an  alternating  current. 
When  used  for  ignition  purposes  the  armature  coil  is 
in  series  with  the  primary  electric  circuit  of  a  trans 
former  coil. 

The  magneto  or  some  other  unit  must  contain  a  cir 
cuit  interrupting  device  or  timer  to  break  the  primary 
circuit  at  desired  intervals.  When  this  interruption  of 
the  primary  circuit  takes  place  the  secondary  coil  of  the 
transformer  will  have  a  high  electromotive-force  induced 
in  it  by  the  rapid  drop  of  magnetic  flux  in  the  primary. 
The  higli  voltage  of  the  secondary  is  conducted  to  the 
spark  plug  and  thereby  ignites  the  mixture.  On  the 
high  tension  magneto  there  is  a  permanent  magnet  field 
and  the  armature  carries  two  coils,  one  of  the  primary 
or  low  tension,  and  the  other  the  secondary  or  high 
tension.  The  armature  is  therefore  a  rapidly  rotating 
transformer  and  the  secondary  receives  impulses  of  high 
electromotive  force  by  transformer  action  from  the  pri 
mary  and  also  by  its  own  generator  action. 

High  tension  magnetos  have  a  circuit  interrupter,  a 
safety  spark-gap  and  a  distributor  if  more  than  one 
spark  plug  is  in  use.  Low  tension  magnetos  are  some 
times  used  in  conjunction  with  magnetic  coil  spark 
plugs  which  are  actuated  by  the  low  tension  current  of 
the  magneto  to  produce  a  spark.  Another  special  type 
of  low  tension  magneto  is  that  used  on  Ford  cars,  con 
sisting  of  16  rotating  magnets  revolving  past  16  fixed 
series  connected  coils.  This  magneto  produces  low  ten 
sion  alternating  current  that  must  be  changed  into  high 
tension  for  use  at  the  spark  plugs  by  a  form  of  trans 
former  coil. 

The  magneto  for  bell  ringing  circuits  is  a  low  tension 
alternating  current  dynamo  ordinarily  propelled  manual 
ly,  the  voltage  generated  producing  a  current  in  the  sig 
nal  line  and  ringing  a  bell  connected  at  the  other  end 
and  at  intermediate  stations  as  desired.  It  is  particularly 
adapted  to  signal  work  with  many  material  handling 
equipments  where  batteries  would  be  exposed  to  dam 
age  or  would  lie  a  source  of  inconvenience  due  to  neces 
sity  of  frequent  inspections  and  renewals. 
Booster.  A  separately  excited  low-voltage  generator 
inserted  in  series  in  a  circuit  to  regulate  its  voltage.  If 
the  generator  is  driven  by  an  electric  motor  the  set  is 
called  a  motor-booster.  This  unit  is  frequently  used  to 
produce  normal  voltage  where  heavy  loads  or  long  trans 
mission  lines  cause  excessive  drops  of  potential. 

Motors 

Motor.  A  machine  which  converts  electrical  energy  into 
mechanical  energy  is  called  a  motor.  The  two  essential 


135 


MATERIAL    HANDLING    CYCLOPEDIA 


parts  arc  the  stator  or  stationary  part  of  the  machine, 
and  the  rotor  or  revolving  armature.  A  direct  current 
motor,  like  a  direct  current  generator,  is  usually  con 
structed  with  field  poles  on  the  stator  and  a  series  of 
coils  on  the  armature.  The  motion  of  rotation  is  due 
to  the  well-known  law  of  nature  that  a  magnetic  pole 
will  repel  or  attract  an  electric  conductor  such  as  a 
rotor  coil,  in  which  a  current  is  flowing.  A  commutator 
and  brushes  are  required  on  direct  current  motors  as  on 
direct  current  generators,  but  the  object  in  this  case  is 
to  carry  current  to  the  rotor  instead  of  away  from  it. 
All  alternating  current  motors  except  induction  motors 
must  be  equipped  with  slip  rings  to  convey  the  line  cur 
rent  to  the  armature. 

Motors  should  always  be  started  by  some  form  of  con 
troller  or  starting  box  which  will  prevent  the  impression 
of  full  line  voltage  and  consequent  excessive  armature 
currents. 

Motors  may  be  classified  according  to  current  used, 
type,  speed,  or  mechanical  features. 

The  following  types  may  be  distinguished  : 
Direct   Current  Alternating   Current 

Series  Single  phase  or  polyphase 

Shunt  Synchronous 

Compound  Induction 

Cumulative  Rotor   wound 

Differential  Squirrel-cage 

Long  shunt  Repulsion-induction 

Short    shunt  Synchronous-induction 

Commutator 

Series,    shunt    or    com 
pound. 

These  types  are  further  described  in  the  following 
pages. 

With   regard   to   speed,   motors   may   be   classified    as : 

(1)  Constant  Speed.     This  class  covers  motors  where 
the  speed  variation,  if  any,  is  slight.     Synchronous  mo 
tors,  induction  motors  with  small  slip,  and  ordinary  di 
rect-current   shunt  motors  are   constant   speed. 

(2)  Variable  Speed.     Motors  of  this  class  change  their 
speed  with  variations  of  load,  an  increase  of  load  ordi 
narily   causing   a   drop   in   speed.      Series-compound   and 
series-shunt  motors  are  of  this   group.     Decreasing  the 
field  excitation  of  a  direct  current  motor  will  cause  an 
increase  of  speed. 

(3)  Multi-speed,    Two-speed,    Three-speed,    etc.     Mo 
tors  of  this  class  give  constant  speed  for  any  one  con 
nection,  but  may  be  readily  reconnected   to  give  one  or 
more    other    speeds.      This    speed    control    may    be    ob 
tained  by  the  use  of  two  or  more  armature  windings,  or 
of   induction   motors   in   which   the   number   of   poles   is 
changed   by  external    reconnections. 

(4)  Adjustable  Speed.    These  motors  may  be  adjusted 
to  a  variety  of  speeds,   but   when  once   fixed  at   one  of 
these    the    speed    remains    constant,    regardless    of    load 
changes.      Shunt   motors   may   be    designed   to   give   ad 
justable  speeds. 

Rotating  machines,  both   motors  and   generators,  have 
a  variety  of  mechanical  features  which  are  designated  by 
the  following  terms,  and  will  be  described  in  detail  later. 
Open  Mechanically-protected 

Semi-enclosed  Moisture-proof 

Enclosed    (totally)  Splash-proof      and      water- 

Self-ventilatcd  enclosed  proof 

Externally-ventilated        en-       Acid-proof 

closed  Submcrgible 

Water-cooled  Explosion-proof 


No  ordinary  insulation  can  withstand  strong  acid  or 
alkaline  fumes.  Motors  may  be  designed  for  horizontal 
or  for  vertical  shaft  operation  or  for  wall  or  ceiling 
suspension. 

The  motors  for  electric  elevator  service  must  be  spe 
cially  built  to  withstand  impact  stresses  and  to  give 
suitable  operation  under  the  conditions  imposed.  For 
crane,  hoist  and  similar  service  the  motor  is  started 
from  rest  under  load,  and  must  give  powerful  starting 
torque.  Mill  motors  also  have  special  features  and  are 
more  sturidly  constructed  than  ordinary  types. 

Motors  are  rated  according  to  the  kind  of  service  for 
which  they  arc  to  be  used,  there  being  three  common 
classes  as  follows : —  continuous  service,  periodic  ser 
vice  and  varying  load  service.  The  heavy  loads  of  the 
latter  two  classes  of  service  are  covered  by  the  short 
time  rating.  (See  Rating.)  Heavy  loads  affect  princi 
pally  the  heating  and  must  be  maintained  for  such  short 
intervals  that  the  machine  has  time  to  cool  off  between 
the  peaks.  The  important  factors  considered  in  rating 
motors  are  heating,  commutation,  mechanical  strength, 
speed  regulation,  efficiency,  frequency,  voltage  and  cur 
rent. 

The  selection  of  a  motor  for  a  particular  service  may 
require  a  study  of  its  rating  features  and  of  its  torque, 
current,  efficiency,  speed  regulation,  voltage  regulation, 
power  factor,  and  phase  characteristics.  Starting,  run 
ning  and  maximum  values  of  current  and  torque  may 
be  important.  The  above  factors  are  given  on  the 
characteristic  curves  of  the  machine.  Characteristic 
curves  of  speed,  torque  and  efficiency  especially  furnish 
a  valuable  means  of  predicting  the  suitability  of  a  mo 
tor  for  any  particular  class  of  operation.  (See  Motor, 
Series;  Motor,  Shunt;  etc.) 

It  is  not  true  that  a  motor  having  a  long-hour  rating 
is  less  liable  to  break  down  from  overheating  than  a 
motor  having  a  much  lower  time  rating.  For  example, 
a  moderate  or  low  speed  motor  having  a  short  time 
rating  is  more  suitable  for  the  lifting  mechanism  of  a 
crane  than  a  higher  speed,  longer  time  rating  motor. 
Direct  current  series  motors  are  liable  to  have  excessive 
speeds  at  small  loads,  a  difficulty  which  must  be 
avoided  in  choosing  motors.  This  high  speed  charac 
teristic  of  the  series  motor  may  be  of  special  advantage, 
however,  for  certain  classes  of  low  load  hoisting 
mechanisms.  High  speed  motors  may  best  be  employed 
where  the  no-load  output  is  but  little  less  than  full- 
load,  as  in  the  case  of  travelling  and  traversing  mo 
tions  of  a  crane.  However,  there  are  many  instances 
where  it  is  preferable  to  use  low  speed  motors  because 
they  have  more  starting  torque,  quickly  acquire  full 
speed,  permit  of  rapid  braking,  and  can  be  used  without 
an  excessive  amount  of  gearing  with  rope  drums  of 
large  diameter  and  thus  make  less  noise,  and  because 
they  are  more  durable. 

(For  methods  of  regulating  the  speed  of  motors  see 
Speed  Control.) 

The  horse  power  of  the  motor  required  to   raise  the 
work   of   hoisting  and  also   of   accelerating.     The   horse 
power  for  hoisting  at  full  speed  is : — 
load  at  the  specified  speed  must  be  sufficient  to  do   the 
W  V 

HP=  -  where 

33000  e 

W  =  weight   of   load   on   hood   in   pounds. 

V  =  speed  of  hook  in   feet  per  minute. 

e  =  factor   to   allow    for    friction    losses    in   the   crane, 


136 


DEFINITION    SECTION 


ranging  from  0.25  for  slow  speeds  of  10  feet  per 
minute  to  0.70  for  high  speed  cranes  using  efficient 
gears. 

To  this  must  be  added  the  horse  power  for  accelerating 
which  is  best  obtained  by  using  the  armature  weight,  IV ', 
and  radius  of  gyration,  r,  of  the  armature  as  furnished 
by   the   manufacturers,   to    give    the    following: — 
W  r2  -V 

111'=- 

1,613,000  t 

N  =•  revolutions  per  minute  of  motor, 

t  =  seconds  used  to  accelerate. 

Kxcessive  temperature  in  a  motor  may  be  due  to  ex 
cessive  current  through  its  armature  or  field  winding, 
or  to  insufficient  ventilation  and  cooling,  or  to  both.  In 
hoisting  motors  overheating  shows  that  an  improper 
selection  of  motor  has  been  made  for  the  work  to  be 
done.  Motors  for  such  intermittent  service  should  not 
be  selected  on  the  basis  of  horse  power  but  by  the  root- 
mean-square  method.  When  dynamic  braking  is  used 
instead  of  mechanical  braking,  the  heating  requirements 
make  it  generally  advisable  to  use  a  motor  33  1/3  per 
cent  greater  in  heating  capacity.  With  high  lowering 
speeds  in  excess  of  150  or  200  per  cent  of  full  load 
hoisting  speed,  interpoles  or  special  motors  are  required 
to  avoid  overheating  and  poor  commutation.  (See 
Interpole.)  Special  slow  speed  motors  of  the  inter- 
pole  type  may  be  used  with  success  when  geared  to 
drive  fast  machinery.  With  suitable  care  in  motor  de 
sign,  the  lowering  speed  with  dynamic  braking  may  be 
as  great  as  with  mechanical  lowering  brakes,  but  it  may 
be  somewhat  more  expensive. 

Page  706,  717,  756-758. 

Motor,  Series.  A  direct  current  motor  provided  with  a 
single  field  winding  that  is  designed  to  be  in  series 
with  the  armature  coil,  and  therefore  to  carry  the  whole 
of  the  current  supplied  to  the  machine,  is  called  a  series 
motor.  The  field  winding  consists  of  a  few  turns  of 
heavy  wire  on  each  pole,  and  the  windings  of  all  poles 
are  connected  in  scries.  The  excitation  is  proportional 
to  the  current  in  the  armature  and  the  decrease  of  field 
excitation  which  accompanies  a  decrease  of  load  causes 
an  increase  of  speed.  If  the  load  becomes  very  small 
the  excitation  will  be  so  far  reduced  as  to  cause  exces 
sive  speed,  and  therefore  the  series  motor  must  always 
be  rigidly  connected  to  its  load  to  avoid  dangerous 
speeds. 

This  is  the  usual  type  of  motor  whenever  direct  cur 
rent  electricity  is  used  for  service  necessitating  frequent 
starting,  such  as  hoist,  crane  and  locomotive  propulsion. 
Its  particular  adaptability  results  from  the  high  torque 
which  the  service  motor  provides  at  low  speeds  and 
starting,  and  from  its  high  efficiency  throughout  a  wide 
range  of  speeds.  Simplicity  and  ease  of  connecting  for 
dynamic  braking  are  also  in  its  favor.  It  is  possible  to 
insert  a  rheostat  in  series  with  the  circuit  and  thus  in 
crease  the  motor  speed,  and  where  the  work  is  to  be  per 
formed  only  intermittently,  as  in  hoisting,  the  heating 
loss  in  this  resistance  will  ordinarily  be  permissible  from 
an  economic  standpoint.  However,  during  starting, 
some  form  of  rheostat  must  be  used  to  limit  the  flow 
of  current  until  the  machine  is  brought  up  to  speed. 

The  torque  of  a  series  motor  increases  with  the  square 
of  the  current  at  low  loads,  then  grades  down  to  a  near 
ly  proportional  change  of  torque  with  current  at  high 
overloads  when  the  field  cores  become  saturated  with 
magnetism.  Speed  varies  inversely  with  the  load,  so 


that  heavy  loads  may  be  handled  at  low  speed  and  light 
loads  at  high  speed. 

Interpoles  are  widely  used  with  scries  motors  to  im 
prove  commutation  and  to  give  a  wider  range  of  speed 
control  without  undue  sparking.  (See  Interpole:) 

When  two  series  motors  are  used  to  propel  a  machine 
such  as  an  industrial  truck  they  may  be  advantageously 
connected  in  series  for  starting.  The  total  resistances  of 
the  rheostat  and  of  both  motors  in  series  act  to  prevent 
the  excess  flow  of  current  until  the  motors  are  partly 
up  to  speed.  The  rheostat  is  gradually  cut  out  as  the 
motors  accelerate.  Then  the  rheostat  is  again  thrown 
in  and  the  motors  are  connected  in  parallel.  Each  mo 
tor  receives  full  line  voltage  after  the  rheostat  resistance 
is  completely  removed,  or  the  two  motors  may  be  jointly 
regulated  in  speed  by  this  resistance. 

Page  712,  756. 

Motor,  Shunt.  A  direct  current  motor  provided  only 
with  a  field  winding  connected  directly  across  the  arma 
ture  terminals  is  called  a  shunt  motor.  This  winding 
is  in  parallel  or  shunt  with  the  armature  coils  so  that 
only  a  small  portion  of  the  current  supplied  to  the  mo 
tor  is  used  for  excitation.  The  shunt  consists  of 
a  large  number  of  turns  of  tine  wire  on  each 
pole,  and  usually  all  of  the  pole  windings  arc  connected 
in  series  to  form  one  shunt  circuit.  Field  excitation  is 
proportional  to  the  line  voltage,  decreases  with  increase 
of  resistance  in  the  shunt  circuit,  and  is  independent 
of  the  armature  current.  Since  by  increasing  the  resist 
ance  in  the  field  winding  a  slight  decrease  of  excitation 
results,  motor  speed  will  be  somewhat  increased,  but 
the  shunt  motor  has  fairly  constant  speed  for  all  loads. 
A  field  rheostat  is  the  usual  method  of  speed  regulation 
of  the  shunt  motor  but  it  has  the  disadvantages  of 
causing  sparking  at  high  speeds  and  of  giving  only  a 
small  range  of  speed  adjustment.  A  second  method  of 
speed  control  uses  a  motor  with  field  poles  specially  con 
structed  to  be  moved  on  a  radial  axis  away  from  the 
armature  by  a  mechanical  system  of  gears.  The  air 
gap  between  armature  and  field  pole  is  thus  increased 
and  an  increase  of  armature  speed  results.  This  is  an 
admirable  method  of  speed  control  but  complicated  and 
expensive.  A  third  system,  the  contmutating  pole  or 
iittcrpolc  arrangement  is  very  successful.  Small  poles 
with  series  field  excitation  arc  placed  between  the  regu 
lar  poles  to  neutralize  the  excessive  magnetic  disturb 
ances  which  take  place  when  the  field  is  very  weak,  and 
as  a  result  a  wider  range  of  speed  control  is  secured 
with  sparkless  commutation  by  the  shunt  field  rheostat 
adjustment.  (See  also  Interpole.) 

The  torque  of  a  shunt  motor  increases  about  propor 
tionally  with  the  armature  current  at  all  loads.  It  is 
maximum  at  starting  and  decreases  as  the  speed  in 
creases.  A  large  current  is  required  to  produce  a  given 
starting  torque.  Both  the  compound  and  series  motors 
are  more  adaptable  to  material  handling  service  than 
the  shunt  motor,  primarily  because  of  the  latter's  fixed 
speed  characteristic  at  all  loads,  and  its  small  .speed 
adjustability  with  a  given  load. 

Page  712,  756. 

Motor,  Compound.  The  compound  motor  has  both  a  series 
and  a  shunt  winding  on  each  pole.  It  is  a  combination  of 
a  series  and  shunt  motor  and  may  be  designed  to  give 
the  good  starting  ability  of  the  series  motor  and  at  the 
same  time  avoid  the  excessive  no  load  speeds  of  the 
latter.  A  cumulative  compound  motor  has  its  shunt  and 
series  field  windings  so  connected  as  to  aid  each  other 
in  producing  magnetism  and  therefore  lias  the  advant- 


137 


MATERIAL    HANDLING    CYCLOPEDIA 


ages  of  both  series  and  shunt  motors.  A  differential 
motor  has  its  shunt  and  series  field  windings  opposed 
to  each  other  in  polarity,  and  therefore  has  poor  starting 
qualities,  which  make  its  application  very  limited.  Long 
shunt  and  short  shunt  connections  may  be  used  on  mo 
tors  the  same  as  on  generators.  Either  will  give  satis 
factory  operation  when  cumulatively  wound.  The 
speed  may  be  controlled  as  in  shunt  or  scries  motors. 

Where    compound    motors    arc    employed    for    hoisting 
it  is  considered  the  best  practice  to  have  the  shunt  field 
continuously  excited,  even   though   the  heating   loss   due 
to   this   continuous   excitation   is   appreciable. 
Page  712,  756 

Commutator.  A  commutator  must  be  used  on  all  direct 
current  generators  for  converting  the  alternating  cur 
rent  in  the  armature  coils  into  direct  current  which 
flows  in  the  outside  circuit.  The  reverse  process  of  con 
verting  the  direct  current  supply  into  alternating  cur 
rent  in  the  armature  applies  for  the  direct  current  mo 
tor.  A  commutator  consists  of  a  number  of  copper 
segments  mounted  radially  and  fastened  to  the  arma 
ture,  of  whicli  the  commutator  is  a  part.  Connections 
are  made  from  the  ends  of  each  armature  coil  to  two 
of  these  segments  spaced  at  such  a  distance  apart  that 
two  conducting  brushes  may  be  so  placed  on  the  machine 
frame  as  to  convey  the  electric  flow  between  tin's  coil 
and  the  outside  circuit.  There  must  be  two  segments 
for  each  armature  coil  and  as  soon  as  one  pair  of  seg 
ments  is  about  to  leave  the  brushes  the  next  pair  slides 
into  contact  so  that  a  uni-directional  electromotive 
force  is  continually  being  supplied  to  the  brushes  when 
running  as  a  generator  and  a  direct  current  force  is 
successively  impressed  on  each  passing  coil  if  running 
as  a  motor. 

Brush.  The  brushes  are  the  part  of  an  electric  genera 
tor  or  motor  which  connect  the  stationary  line  leads 
with  the  rotating  commutator  or  slip  rings,  in  order  to 
conduct  the  line  current  from  or  to  the  rotor  as  the 
case  may  be.  They  arc  made  principally  of  carbon  or 
graphite  or  a  combination  of  these  two  materials  in  the 
present  day  types. 

The  electro-graphitic  brush,  madf  by  baking  amor 
phous  carbon  at  high  temperature  until  the  material  is 
converted  into  graphite,  has  reached  a  high  stage  of  de 
velopment.  It  may  be  made  in  varying  degrees  of  non- 
abrasiveness,  hardness  and  conductivity,  and  at  the  same 
time  secure  a  high  contact  drop  of  voltage  between 
brush  and  commutator  and  a  low  coefficient  of  friction. 
Abrasive  brushes  wear  grooves  in  the  commutator  and 
are  usually  unsatisfactory.  When  comparatively  non- 
abrasive  brushes  are  used,  it  is  ordinarily  desirable  to 
undercut  the  commutator  by  filing  the  mica  insulation 
between  the  bars  from  1/32  in.  to  Vs  in.  below  the 
brush  contact  surface,  thereby  gaining  the  good  polish 
ing  action  of  the  hard  brush  against  the  commutator. 
Commutators  not  undercut  will  permit  friction  and  rub 
bing  of  the  brushes  against  the  mica  and  a  poorer  pol 
ishing  action  results.  Selection  of  a  proper  degree  of 
hardness  improves  the  polish  and  quietness  of  operation 
and  prevents  wear  and  filling  of  the  undercut  crevices 
with  conductive  material.  Brushes  not  properly  de 
signed  with  high  contact  resistance  between  brush  and 
commutator  will  spark  excessively. 

Graphite-carbon  brushes  with  a  large  percentage  of 
graphite  and  the  electro-graphitic  type  seem  to  meet  di 
rect  current  and  synchronous  motor  practice  require 
ments  with  increasing  popularity.  Such  brushes  usu 
ally  contain  sufficient  graphite  for  lubrication  so  that 


special  lubrication  treatment  is  seldom  required.  For 
induction  motors  of  the  slip  ring  type  metal-graphite 
brushes  still  are  favored  by  many  because  in  this  type 
of  machine  high  contact  resistance  is  unnecessary  and 
in  fact  may  have  the  detrimental  effect  of  causing  high 
slip.  (See  Motor,  Induction.)  However,  a  better  prac 
tice  is  to  use  the  electro-graphitic  or  graphite-carbon 
brushes  on  collector  ring  service  in  sufficient  number 
and  of  sufficient  size  to  reduce  the  current  density  in 
the  brushes  below  that  used  for  other  types  of  motor. 
Seventy-live  to  80  amperes  per  square  inch  for  collector 
ring  service  induction  motors,  and  100  to  110  amperes 
per  square  inch  on  other  motors  is  good  practice. 

Copper  and  wire  gauze  brushes  can  not  be  considered 
as  satisfactory  as  electro-graphitic  and  graphite-carbon 
brushes  except  in  a  very  limited  number  of  special 
machines. 

Interpole.  Small  series  wound  poles  may  be  placed 
between  the  main  poles  of  a  motor  or  generator  to  aid 
commutation  and  secure  better  speed  regulation.  The 
use  of  interpoles  on  direct  current  machines  is  becoming 
almost  universal,  and  is  common  on  alternating  current 
synchronous  motors.  There  may  be  as  many  interpoles 
as  there  are  main  poles  on  the  motor,  or  there  may  be 
one  interpo'.e  for  each  pair  of  main  poles.  In  the  latter 
case  the  small  series  wound  poles  appear  between  the 
alternate  main  poles.  Interpoles  are  also  known  as 
commutating  and  compensating  pules,  and  motors  so 
equipped  are  sometimes  referred  to  as  interpole  motors. 
Where  motors  are  to  operate  over  a  large  range  of 
speeds  with  field  control,  or  are  to  be  subjected  to 
heavy  overloads,  the  commutating  pole  will  be  neces 
sary. 

The  action  of  an  interpolc  is  to  set  up  in  each  coil, 
at  the  instant  it  becomes  short  circuited  by  a  brush, 
an  electromotive  force  in  opposition  to  its  current  so 
that  the  coil  will  not  cause  a  spark  at  the  point  of  short 
circuit.  A  similar  but  less  satisfactory  action  was  for 
merly  obtained  by  shifting  the  brushes  forward  from 
the  neutral  position  in  the  direction  of  armature  rota 
tion.  This  is  not  satisfactory  except  for  a  given  load, 
because  a  change  of  load  requires  a  new  brush  adjust 
ment  to  produce  the  necessary  change  of  commutating 
flux.  As  the  interpole  field  is  excited  by  a  series  wind 
ing  it  has  a  field  strength  proportional  to  the  motor  load 
and  automatically  provides  the  proper  change  of  com 
mutating  flux  with  change  of  load. 

When  the  interpole  motor  brushes  are  shifted  from 
the  neutral  position  the  speed  characteristics  of  the  mo 
tor  are  altered.  A  forward  shifting  of  the  brushes  in 
creases  the  flux  cut  by  the  armature  conductors  at  the 
instant  of  short  circuit  of  a  given  coil  by  a  brush,  and 
thus  reduces  the  speed.  Therefore  a  forward  shifting 
of  the  brushes  tends  to  give  the  motor  a  drooping 
speed  characteristic  with  increase  of  load.  Conversely 
a  backward  shifting  of  the  brushes  tends  to  give  a 
motor  a  rising  speed  characteristic  with  increase  of  load. 

The  effect  of  the  interpole  on  the  motor  at  very  heavy 
loads  may  be  such  that  armature  reaction  reduces  the 
main  field  strength  so  as  to  produce  overspeeding  until 
the  motor  runs  itself  to  destruction.  By  the  removal 
of  interpole  shims  to  increase  the  airgap  this  may  be 
corrected. 

Interpoles  have  made  for  higher  efficiency  and  smaller 
quantity  of  materials  for  the  same  output  as  well  as 
for  improved  commutation  and  speed  regulation. 

On  a  series  motor  without  interpoles,  commutation 
will  be  poor  for  speeds  exceeding  200  per  cent  of  full  load 


138 


DEFINITION    SECTION 


speed,  whereas  with  interpoles  practically  any  desired 
speed  may  be  attained  without  serious  sparking. 

Suitably  designed  shunt  motors  with  interpoles  may 
give  sparkless  commutation  at  speeds  varying  6(10  per 
cent  from  slowest  to  fastest. 

Motors,  Direct  Current,  Care  of.  Direct  current  motors 
must  be  especially  cared  for  due  to  the  tendency  of 
materials  to  collect  on  the  commutator  segments.  The 
interior  may  be  cleaned  by  blowing  out  or  wiping  the 
commutator  with  a  slightly  oiled  rag.  Too  much  oil 
will  damage  the  insulation  between  segments.  A  rough 
commutator  may  be  smoothed  by  holding  sandpaper 
against  the  revolving  commutator  with  a  wooden  block. 
Emery  is  conductive  and  must  never  be  used.  A  com 
mutator  of  polished  dark  brown  is  ideal  and  a  slow 
rotation  of  brushes  will  produce  a  sharp  squeak  under 
this  condition.  Brushes  which  makes  proper  contact 
with  the  commutator  will  be  glazed  over  the  entire  sur 
face.  (See  also  Commutator;  Brush.) 

Motor,  Induction.  The  induction  motor  is  an  alternat 
ing  current  motor  having  an  alternating  current  field, 
with  rotating  magnetism,  wound  on  the  stator  and  a 
group  of  short  circuited  metal  bars  or  a  closed  winding 
on  the  rotor.  It  is  essentially  a  transformer  in  which 
the  core  and  secondary  winding  arc  free  to  move,  and 
the  force  which  the  windings  exert  on  each  other  is 
allowed  to  produce  mechanical  rotation.  The  stationary 
winding  which  receives  energy  by  direct  connection 
from  the  supply  circuit  is  called  the  primary.  The 
rotor  winding  receives  its  energy  by  induction  from  the 
primary  and  is  called  the  secondary.  The  alternating 
current  field  on  the  stator  is  wound  like  the  armature 
of  a  direct  current  machine  and  therefore  has  a  rotating 
magnetism  instead  of  fixed  magnetic  poles.  This  ro 
tating  magnetism  induces  currents  in  the  short  circuited 
rotor  windings,  and  the  stator  magnetism  exerts  forces 
on  these  induced  currents  and  causes  the  rotor  to  re 
volve. 

An  induction  motor  has  a  certain  synchronous  speed 
which  is  the  theoretical  speed  corresponding  to  the  speed 
of  the  rotating  field,  and  that  at  which  the  machine 
would  have  to  run  as  a  generator  to  produce  the  line 
frequency.  It  is  equal  to  120  f  revolutions  per  minute, 

P 

where  /  is  the  supply  current  frequency  in  cycles  per 
second  and  p  is  the  number  of  poles  on  the  machine. 
In  order  that  the  motor  may  develop  a  torque  it  is  nec 
essary  for  the  rotating  field  to  cut  the  conductors  on 
the  rotor.  When  an  induction  motor  rotor  is  run  at 
this  synchronous  speed,  no  magnetic  flux  from  the  sta 
tor  cuts  the  rotor  conductors,  and  therefore  no  torque 
is  exerted.  This  happens  approximately  at  no  load. 
When  a  load  is  applied  to  the  motor,  the  speed  falls 
below  synchronism  and  current  is  induced  in  the  rotor 
conductors,  producing  sufficient  torque  to  carry  the 
load.  The  amount  by  which  a  rotor  has  fallen  below 
synchronous  speed  at  any  time  is  known  as  the  slip  of 
the  machine  at  the  given  instant.  It  is  the  difference 
between  the  speed  of  the  rotating  field  of  the  motor  and 
the  rotative  speed  of  the  armature.  Slip  is  proportional 
to  the  rotor  resistance,  and  at  a  given  load  varies  in 
versely  as  the  square  of  the  applied  voltage.  Slip  is 
ordinarily  expressed  as  a  percentage  or  ratio,  equal  to 
the  synchronous  speed  minus  the  actual  speed  divided 
by  synchronous  speed. 

Two  different  methods  commonly  used  in  constructing 
the  rotor  have  such  a  marked  effect  on  the  performance 
that  induction  motors  are  classed  in  accordance  with 


them,  and  are  termed  the  squirrel  cage  rotor  and  the 
wound  rotor.  The  squirrel  cage  rotor  has  the  winding 
replaced  by  heavy  copper  or  aluminum  bars  short  cir 
cuited  on  each  other,  without  external  armature  con 
nections.  The  wound  rotor  has  a  regular  distributed 
winding  which  varies  somewhat  in  construction  depend 
ing  on  whether  the  motor  is  to  he  operated  single-phase, 
two-phase  or  three-phase.  In  any  case  the  wound  rotor 
is  connected  by  slip  rings  to  an  external  variable  resist 
ance  which  is  used  in  starting  and  sometimes  for 
speed  control.  This  type  is  often  called  the  phase 
r>-oHii</  or  slip  ring  induction  motor.  Two-phase  and 
three-phase  machines  are  often  called  polyphase. 

The  induction  motor  is  essentially  a  constant  speed 
machine  especially  when  phase  wound.  Its  no-load 
speed  is  limited  and  does  not  become  excessive  and  its 
torque-speed  characteristic  curve  is  flat.  When  poly 
phase  supply  is  used  the  starting  and  running  torque  are 
high  for  both  squirrel  cage  and  wound  rotor  types,  the 
latter  however  giving  much  the  higher  starting  torque 
for  a  given  current  input.  Ability  to  carry  heavy  over 
load,  high  efficiency  and  extreme  simplicity  of  construc 
tion  also  help  to  make  the  induction  motor  popular. 

Operation  above  normal  frequency  produces  increased 
power  and  efficiency  and  a  reduction  of  torque,  while 
operation  above  normal  voltage  produces  reduced  pow 
er  and  efficiency  and  an  increase  of  torque  at  normal 
loads. 

With  alternating  currents  as  a  source  of  power,  the 
polyphase  induction  motor  having  a  wound  rotor  with 
collector  rings  is  most  suitable  for  hoist,  crane  or  ele 
vator  service.  The  characteristic  curves  furnish  the 
best  means  of  determining  the  performance  possibilities 
of  the  motor. 

The  speed  torque  characteristics  of  wound  rotor  poly 
phase  induction  motors  show  the  curves  corresponding 
to  different  positions  for  the  controller.  The  synchro 
nous  speed  line  is  horizontal  and  indicates  the  theoretical 
speed  of  the  motor  when  running  without  any  load.  At 
no-load  the  speed  is  nearly  synchronous  speed  regard 
less  of  the  notch  position  of  the  controller,  but  the 
speed  decreases  much  faster  with  increase  of  load  on  the 
first  notches,  and  on  the  last  notch  speed  decreases  are 
small  with  increase  of  load.  The  motor  can  not 
start  under  full  load  with  the  controller  set  at  the  first 
notch.  The  maximum  starting  torque  will  usually  oc 
cur  with  the  controller  about  three-quarters  displaced 
from  the  first  toward  the  last  notch. 

The  addition  of  resistance  in  the  rotor  circuit  of  an 
induction  motor  will  increase  the  slip  and  therefore  de 
crease  the  speed  of  rotation  because:  (a)  less  current 
can  flow  in  the  rotor  windings  and  therefore  at  the 
same  slip  fewer  lines  of  armature  flux  arc  cut  by  the 
rotating  field  magnetism,  resulting  in  less  driving  force 
on  the  armature;  (b)  to  restore  this  driving  force  and 
thereby  furnish  sufficient  torque  to  carry  the  load, 
more  lines  of  armature  flux  must  be  cut  by  the  ro 
tating  field  magnetism,  or  the  relative  speeds  of  the 
flux  and  the  field  must  increase;  and  (c)  since  the 
speed  of  the  latter  is  fixed  by  the  line  frequency,  the 
armature  flux  must  slow  down,  or  a  decrease  of  speed 
will  result.  Therefore  the  greater  the  rotor  resistance, 
the  greater  the  decrease  of  its  speed  below  synchronism. 
The  current  per  phase  at  full  load  voltage  will  appear 
on  characteristic  curves  for  given  values  of  torque,  it 
being  independent  of  the  controller  notch  position.  The 
current  drawn  from  the  supply  at  maximum  starting 
torque  is  about  three  times  that  at  full  load  torque. 


139 


MATERIAL    HANDLING    CYCLOPEDIA 


The  maximum  torque  is  about  two  and  one-half  times 
full  load  torque,  this  being  a  desirable  characteristic  of 
all  induction  motors  which  protects  them  from  injury 
due  to  excessive  loads.  On  the  other  hand,  the  series 
motor  which  is  generally  used  with  direct  current  sup 
ply  systems  for  cranes  and  hoists  has  a  torque  curve 
which  rises  indefinitely  with  increase  of  current,  so  that 
the  series  motor  will  be  injured  by  excessive  loads  un 
less  protected  by  fuses  and  circuit  breakers.  A  com 
parison  of  induction  with  series  direct  current  motors 
for  hoisting  work  will  show  the  alternating  current 
system  to  be  less  adaptable  to  dynamic  braking  and 
rapid  acceleration. 

The  desirability  of  varying  speeds  for  induction  mo 
tors  caused  much  study  and  investigation  and  many 
methods  have  resulted,  among  which  the  following  are 
most  satisfactory:  1.  Rheostat  control.  2.  Multi-speed 
windings.  3.  Concatenated  control.  4  Kraemer  system. 
5.  Scherbius  system.  6.  Hey  land  system.  (See  Speed 
Control.) 

Power  factor  regulation  has  caused  much  trouble  in 
this  type  of  machine  because  central  station  operation  is 
hampered  by  the  low  power  factor  inherent  with  induc 
tion  motors.  However  this  is  no  detriment  from  the 
alternating  current  customer's  standpoint  and  is  being 
less  stressed  than  in  the  early  days  when  power  stations 
were  small.  As  a  central  station  problem,  low  power 
factor  machines  can  now  be  counteracted  without  great 
difficulty. 

Poly-phase  and  single-phase  induction  motors  are  both 
extensively  used  and  each  is  made  in  both  the  squirrel 
cage  and  the  slip  ring  types.  The  poly-phase  motors  are 
simple  in  construction  and  reliable  in  operation,  can  be 
ruggedly  built  for  use  in  most  trying  conditions  and  in 
exposed  locations,  have  the  ability  to  start  under  load, 
and  will  carry  heavy  overloads.  Single-phase  induction 
motors  are  much  less  satisfactory  in  that  they  have  a 
zero  no-load  torque  and  must  be  brought  partly  up  to 
speed  by  some  special  device.  They  are  frequently 
started  by  poly-phase  supply  connection  and  then 
switched  on  to  single-phase  mains.  This  difficulty  has 
led  to  the  introduction  of  several  modifications  of  the 
single-phase  motor.  (See  also  Motor,  Repulsion.) 

Single-phase  induction  motors  differ  from  the  poly 
phase  in  that  they  have  but  one  stator  winding.  Their 
speed-torque  characteristic  curve  starts  with  zero  torque 
at  no  load  and  reaches  a  moderately  high  maximum 
torque  value.  If  a  poly-phase  induction  motor  is  once 
in  operation,  it  will  continue  to  run  and  carry  a  moder 
ate  load  when  all  but  one  of  the  stator  windings  are 
disconnected  from  the  supply  circuit.  In  such  a  case 
the  machine  is  operating  as  a  single-phase  induction 
motor.  When  single-phase  supply  must  be  used  some 
modified  form  of  induction  motor  such  as  a  repulsion 
induction  motor  will  ordinarily  be  most  suitable. 

Page  712,  755,  756. 

Motor,  Repulsion.  The  repulsion  motor  is  a  single- 
phase  alternating  current  motor  in  which  the  stator  has 
an  alternating  current  field,  with  rotating  magnetism, 
and  the  rotor  is  like  the  armature  of  a  direct  current 
machine  with  the  commutator  included.  Such  a  ma 
chine  has  the  advantages  of  a  moderately  large  starting 
torque  and  of  easy  convertibility  into  an  induction  mo 
tor  by  the  use  of  a  short-circuiting  ring  automatically  to 
connect  the  ends  of  all  armature  conductors  thereby 
forming  a  squirrel  cage  rotor  as  soon  as  the  machine 
has  been  started  sufficiently  to  develop  torque  as  an  in 
duction  motor.  Repulsion  motors  are  heavier,  less  effi 


cient  and  more  expensive  than  direct  current  motors  of 
the  same  output,  and  they  present  greater  commutation 
difficulties.  Owing  to  the  xero  starting  torque  of  the 
single-phase  induction  motor  there  is  a  large  use  of  in 
duction  motors  which  start  as  repulsion  motors,  on 
single-phase  supply  mains.  They  are  called  repulsion- 
induction  motors. 

Page  712,  755,  756. 

Motor,  Synchronous.  A  synchronous  motor  is  an  alter 
nating  current  motor  in  which  the  stator  consists  of 
fixed  magnetic  poles  like  those  of  a  direct  current 
machine  and  the  armature  windings  are  connected  to  slip 
rings  instead  of  commutator  segments.  The  synchronous 
motor  operates  at  a  fixed  speed,  is  difficult  to  start  and 
lacks  flexibility  in  operation  so  that  its  use  in  material 
handling  equipment  is  rare.  It  is  occasionally  employed 
to  drive  the  generator  of  a  motor-generator  set  where 
the  Ward  Leonard  system  of  speed  control  is  used. 
(See  Speed  Control  of  Motors.) 

Page  712,   755,  756. 

Motor-Generator  Set.  A  motor-generator  set  consists 
of  a  direct  current  generator  and  a  motor  which  drives 
it.  The  motor  may  be  alternating  or  direct  current 
depending  on  the  nature  of  the  supply  circuit  from 
which  it  receives  its  energy.  When  the  supply  is  alter 
nating  current  the  set  furnishes  a  means  of  converting 
alternating  into  direct  current.  When  the  supply  is  direct 
current  the  set  may  be  used  to  change  the  voltage  by 
varying  the  field  strength  of  the  generator. 

Page  706,  756. 

Rotary  Converter.  The  rotary  converter  is  a  synchro 
nous  alternating  current  motor  and  a  direct  current  gen 
erator  combined  in  a  machine  with  one  stator  and  one 
rotor.  The  rotor  contains  one  armature  winding  con 
nected  to  both  alternating  current  slip  rings  and  a  direct 
current  commutator,  and  the  stator  has  a  single  set  of 
magnetic  poles  which  acts  as  the  field  for  both  the 
motor  and  generator.  This  machine  is  generally  used 
to  convert  alternating  into  direct  current,  but  may  also 
act  as  a  direct  current  motor  and  alternating  current 
generator,  or,  if  driven  by  a  prime  mover,  it  may  act 
as  a  direct  and  alternating  current  generator.  Rotary 
converters  are  also  called  synchronous  converters. 

Page  706,  756. 

Speed  Control  of  Motors.  The  term  speed  control  is 
used  to  designate  the  variation  which  may  be  obtained 
in  the  speed  of  an  electric  motor  as  indicated  by  the 
maximum  and  minimum  desirable  operating  speeds  or 
by  the  speed  versus  torque  curve  of  the  machine,  and 
also  to  specify  the  means  by  which  this  speed  change 
may  be  obtained. 

The  speed  of  series  motors  may  be  varied  over  a 
wide  range.  Shunt  motors  permit  of  small  speed  change 
only.  Compound  motors  may  be  designed  to  give  con 
siderable  variation  of  speed.  Alternating  current  motors 
are  all  essentially  constant  speed  machines,  but  induc 
tion  motors  can  be  designed  to  give  some  speed  varia 
tion. 

Four  methods  of  regulating  the  speed  of  direct  cur 
rent  motors  are  employed,  namely:  (1)  Vary  the  resist 
ance  in  series  with  the  armature.  (2)  Vary  the  line 
voltage  which  supplies  the  motor.  (3)  Vary  the  strength 
of  the  magnetic  field.  (4)  Vary  the  number  of  turns  in 
series  on  the  armature. 

The  first  of  these,  known  as  series  rheostatic  control, 
is  usual  for  motors  of  small  and  medium  size  in  which 
case  the  running  speed  depends  on  the  load  as  well  as 
on  the  resistance  in  series  with  the  armature.  A  direct 


140 


DEFINITION    SECTION 


current  motor  geared  directly  to  a  hoist  may  be  effect 
ively  controlled  by  an  armature  series  rheostat.  This 
resistance  can  be  cut  in  or  out  of  the  circuit  either  by  a 
manually  operated  drum  controller  or  by  magnetic  con 
tractors.  This  method  of  speed  regulation  dissipates 
energy  in  direct  proportion  to  the  voltage  drop  in  the 
series  resistance.  If  the  speed  is  to  be  decreased  50  per 
cent,  the  voltage  must  be  cut  down  SO  per  cent  and 
half  of  the  energy  supply  is  wasted.  In  spite  of  these 
losses,  the  armature  rheostat  method  is  generally  used 
for  direct  current  crane  and  hoist  motors  because  the 
load  current  is  small  during  a  considerable  portion  of 
the  time  and  therefore  the  power  lost  is  intermittent 
and  not  excessive  in  total.  Dynamic  braking  may  be  used 
with  this  control  system. 

Voltage  control  may  be  accomplished  in  several  ways, 
•but  when  applied  to  hoisting  motors  the  Ward  Leonard 
system  is  the  usual  method  of  changing  speed  by  voltage 
regulation.  This  is  ordinarily  the  most  suitable  con 
trol  where  the  service  is  such  that  the  starting  and 
stopping  periods  represent  a  large  portion  of  the  run 
ning  time  and  where  the  motors  to  be  controlled  are 
of  considerable  size.  It  is  unrivalled  where  sensitive 
control  over  a  wide  range  of  speeds  is  desired.  For 
Ward  Leonard  control  a  motor  generator  set  is  required 
in  addition  to  the  driving  motor.  The  motor  of  the 
set  takes  energy  from  the  supply  mains  and  rotates  the 
direct  connected  generator  at  an  approximately  constant 
speed.  The  generator  supplies  the  driving  motor  with 
electricity,  and  variation  of  the  field  excitation  of  the 
generator  regulates  the  voltage  on  the  hoist  motor  there 
by  controlling  the  hoisting  speed.  The  latter  will  vary 
in  about  the  same  ratio  as  the  generator  voltage. 

When  the  central  station  conditions  are  such  that 
operating  circuit  disturbances  will  be  created  by  the 
application  of  the  peak  loads  of  the  hoist,  this  system 
can  be  conveniently  altered  by  the  use  of  a  flywheel 
directly  connected  to  the  shaft  of  the  motor-generator 
set,  thereby  equalizing  the  demand  on  the  power  circuit. 
This  system  is  applicable  where  the  supply  is  either 
direct  or  alternating  current.  With  the  former  a  shunt 
or  compound  motor  with  constant  speed  characteristic 
may  be  employed  to  drive  the  generator.  If  alternating 
current  is  used,  this  motor  may  be  of  the  synchronous 
or  induction  motor  types. 

It  is  frequently  desirable  to  use  a  wound  rotor,  slip 
ring  induction  motor  to  drive  the  flywheel  and  generator, 
to  secure  the  additional  advantage  of  automatic  speed 
variation  through  the  use  of  a  secondary  rheostatic  con 
trol  in  the  rotor  of  the  induction  motor  and  prevent 
the  frequent  application  of  peak  loads  of  short  duration 
on  the  power  line.  When  the  flywheel  is  used  the  system 
is  known  as  the  Ilgncr  modification  of  Ward  Leonard 
control.  It  has  been  widely  applied  in  mine  hoists  and 
rolling  mills  where  the  driving  motor  must  frequently 
start  and  accelerate  under  heavy  loads.  When  the  driv 
ing  motor  starts  it  draws  a  heavy  current  from  the 
generator,  causing  a  drop  of  speed  of  the  motor- 
generator  set  and  a  withdrawal  of  stored  energy  from 
the  flywheel.  Energy  to  supply  peak  demands,  there 
fore,  comes  from  the  flywheel  sufficiently  to  prevent 
sudden  load  surges  on  the  central  station,  and  when 
the  peak  load  period  has  passed  the  line  motor  acceler 
ates  to  normal  speed  and  stores  more  energy  in  the  fly 
wheel.  A  Ward  Leonard  installation,  with  or  without 
the  Ilgner  application  of  the  flywheel,  is  an  expensive 
method  of  control  because  of  the  added  cost  of  the 
motor-generator  set.  This  may  be  partly  offset  by  the 


saving  in  energy  due  to  the  absence  of  scries  resistance. 

P'ield  control  is  usually  employed  when  it  is  desirable 
to  obtain  speeds  higher  than  normal,  but  sometimes  the 
field  strength  is  increased  to  reduce  the  speed  below 
normal.  This  method  cannot  be  used  to  obtain  a  wide 
range  of  speed  control  but  with  intcrpoles  on  the  motor, 
moderate  speed  regulation  can  be  secured. 

To  secure  speed  control  by  varying  the  number  of 
series  armature  turns,  two  series  motors  are  required. 
The  armatures  of  both  machines  are  connected  in  series 
with  a  rheostat  at  starting,  so  that  considerably  less 
than  half  of  the  line  voltage  will  be  impressed  across 
each  machine  and  speed  acceleration  may  be  regulated 
by  the  rheostat  until  the  motors  are  running  in  series 
directly  across  the  line.  The  rheostat  is  then  recon 
nected  while  the  motors  are  connected  in  parallel,  but 
is  cut  out  in  steps  again  regulating  the  speed  until  each 
motor  receives  full  supply  voltage.  (See  Motor,  Series.) 
This  method  is  used  to  a  limited  extent  for  cranes 
and  hoists  and  extensively  in  electric  railway  service. 
Twice  the  torque  of  a  single  motor  is  obtained  during 
starting  for  a  given  current,  and  there  is  much  greater 
economy  than  if  each  motor  had  a  separate  and  larger 
starting  resistance  which  would  be  required  if  the  two 
armatures  did  not  act  as  starting  rheostats  for  each  other. 

There  are  many  methods  of  changing  the  speed  of  an 
induction  motor.  The  speed  of  rotation  of  the  stator 
magnetism  of  an  induction  motor  is  determined  by  the 
frequency  of  the  alternating  current  supply  and  by  the 
arrangement  of  the  stator  windings.  The  latter  fixes 
the  number  of  rotating  magnetic  field  poles  on  the  stator, 

120  X  frequency 
so   that   R.   P.    M.   =:  -  — .      Synchronous 

number  of  poles 

no-load  speed  can  only  be  altered  by  a  change  in  one 
of  these  quantities,  but  the  rotor  speed  under  load  can 
be  modified  by  causing  the  motor  to  have  additional  slip. 
Any  method  of  changing  speed  accomplishes  a  variation 
of  some  one  of  the  three  factors,  frequency,  field  poles 
or  slip. 

The  following  seven  ways  of  controlling  the  speed  of  an 
induction  motor  are  especially  noteworthy : 

1.  Varying  the  resistance  of  the  rotor  circuits. 

2.  Varying  the  voltage  of  the  electrical  supply. 

3.  Changing  the  number  of  poles. 

4.  Concatenation  or  cascade  connection  of  two  motors. 

5.  Altering  the  frequency  of  the  electrical  supply. 

6.  Kraemer  method. 

7.  Scherbius  method. 

The  first  method  is  the  one  generally  adopted.  The 
second  is  rather  unsatisfactory.  The  third  and  fourth  are 
limited  to  about  four  or  possibly  six  speeds,  and  the  fifth 
requires  a  separate  generator  for  each  motor,  for  which 
reason  it  is  rarely  used.  The  last  two  methods  are 
efficient  and  satisfactory. 

Starting  of  Motors.  The  armature  winding  of  a  direcl 
current  generator  is  built  of  copper  wire  of  sufficiently 
large  cross-section  to  give  the  armature  a  low  resistance. 
If  full  supply  voltage  were  impressed  across  the  terminals 
of  a  direct  current  motor  with  the  armature  stationary,  a 
destructive  current  would  immediately  flow  in  the  arma 
ture  winding.  This  is  ordinarily  avoided  by  the  tempo 
rary  connection  of  a  starting  resistance,  or  rheostat,  in 
series  with  the  armature  so  that  only  a  portion  of  the 
line  voltage  really  is  impressed  across  the  rotor  terminals. 
As  the  motor  begins  to  speed  up,  the  armature,  rotating 
in  the  magnetic  field  produced  by  the  stator  poles,  sets 
up  by  generator  action  ari  electromotive  force  which 


141 


MATERIAL    HANDLING    CYCLOPEDIA 


opposes  in  polarity  the  voltage  impressed  by  the  supply. 
This  generated  voltage  is  often  called  the  counter  electro- 
nwtire  force  of  the  motor.  Deducting  this  from  the 
potential  difference  across  the  rotor  terminals,  the  re 
maining  voltage  is  that  which  forces  current  through  the 
resistance  of  the  armature,  and  for  this  reason  is  called 
the  resistance  drop,  meaning  the  drop  of  potential  due  to 
flow  of  current  through  the  rotor  resistance.  The 
counter  E.M.F.  increases  quickly  as  the  motor  speeds  up 
and  soon  becomes  only  a  few  volts  below  the  potential 
difference  across  the  motor  brushes,  so  that  the  rheostat 
resistance  may  be  partially  thrown  out  in  order  to  permit 
a  greater  voltage  across  the  brushes,  and  a  further  build 
ing  up  of  speed  and  counter  E.M.F.  This  process  is 
repeated  until  the  rheostat  is  entirely  removed  from  the 
circuit,  at  which  time  the  motor  accelerates  to  normal 
speed. 

It  is  evident  that  there  are  two  sources  of  electro 
motive  force  in  a  motor  that  is  running,  namely,  the 
impressed  voltage  at  the  brushes  and  the  voltage  set  up 
by  the  windings  as  they  move  past  the  magnetic  poles. 
These  two  electromotive  forces  are  opposite  in  direction 
and  the  current  that  flows  is  proportional  to  their  differ 
ence.  If  the  speed  should  suddenly  drop  considerably 
this  difference  would  become  large  and  the  current  would 
increase  to  destructive  proportions  and  the  same  condi 
tions  would  obtain  as  if  the  motor  were  to  start  from 
rest  under  full  line  voltage. 

This  is  exactly  what  would  happen  if  the  line  voltage 
temporarily  fell  off,  due  to  transmission  or  power  house 
trouble,  but  suddenly  was  restored  to  normal.  In  order 
to  prevent  such  disturbances  from  damaging  the  motor  a 
no-voltage  release  is  attached  to  the  starting  rheostat  in 
such  a  manner  that  the  circuit  will  be  automatically 
broken  in  case  of  voltage  failure.  The  no-voltage  release 
is  an  electromagnetic  device  having  its  winding  preferably 
in  series  with  the  field  of  the  motor,  so  that  a  drop  in 
field  current  reduces  the  strength  of  the  electromagnet 
and  releases  the  rheostat  handle,  which  is  held  to  the 
zero  resistance  position  only  by  the  magnetism  of  this 
solenoid.  Some  such  mechanism  is  an  essential  part  of 
all  direct  current  starting  systems. 

When  starting  shunt  motors  the  no-voltage  release  is 
a  small  coil  of  low  current  carrying  capacity  placed  in 
the  shunt  field  circuit.  With  series  motors  the  coil  must 
be  designed  to  carry  the  large  armature  and  series  field 
current.  Xo  series  motor  should  ever  be  started  until 
it  has  been  rigidly  attached  to  its  load,  because  the  small 
current  drawn  from  the  supply  at  no-load  makes  the 
resistance  drop  very  small,  and  the  speed  accelerates  in 
an  attempt  to  build  up  the  counter  electromotive  force 
equal  to  the  supply  voltage  until  the  motor  races  to 
destruction. 

The  connections  for  compound  motor  starting  resist 
ance  and  no-voltage  release  are  similar  in  principle  to 
those  of  the  shunt  motor. 

The  torque  of  a  shunt  motor  varies  as  the  armature 
current,  but  in  the  series  motor  torque  varies  as  the 
square  of  the  current.  Therefore,  the  series  motor  will 
have  a  much  higher  starting  torque  than  the  shunt  motor 
for  a  given  current.  Another  special  feature  of  series 
motor  starting  for  a  pair  of  machines  is  described  above 
under  "Motor,  Series."  (See  also  Speed  Control  of 
Motors.)  The  power  lost  in  starting  direct-current 
motors  is  proportional  to  the  voltage  drop  through  the 
rheostat. 

The  secondary  of  an   induction  motor   would   be   sub 


jected  to  an  excessive  induced  electromotive  force  if  full 
line  voltage  were  impressed  across  the  stator  terminals 
at  starting  unless  additional  resistance  were  placed  in  the 
rotor  circuit.  This  may  be  readily  accomplished  with 
slip  ring  motors,  and  temporary  resistance  devices  are 
occasionally  inserted  on  squirrel  cage  machines  in  such 
a  way  that  they  automatically  disconnect  by  centrifugal 
action  at  high  speeds.  The  usual  method  of  starting 
squirrel  cage  motors  is  by  the  connection  of  an  auto- 
transformer  in  the  primary  circuit,  so  that  the  motor 
may  be  started  and  brought  up  to  full  speed  at  reduced 
voltage.  (See  also  Speed  Control  of  Motors,  by  varying 
the  voltage  of  electrical  supply.)  The  primary  voltage 
is  sometimes  reduced  by  the  low  efficiency  method  of 
using  resistance  in  place  of  the  auto-transformer. 

Any  of  the  above  methods  of  starting  motors  may  be 
adapted  to  manual  or  to  automatic  acceleration  to  normal 
speed.  Manual  acceleration  leaves  the  rate  of  acceleration 
entirely  to  the  judgment  of  the  operator.  It  is  inexpen 
sive,  simple  of  construction,  adaptable  to  changing  con 
ditions  of  load  and  needs  little  adjustment.  Large  manual 
starters  are  hard  to  operate  and  are  too  dependent  on 
the  judgment  of  the  operator. 

Several  automatic  systems  may  be  used,  namely,  the 
counter  electromotive  force,  the  series  relay,  the  series 
lockout  contactor,  the  current  limit  with  shunt  relay,  and 
the  time  limit  by  means  of  a  dash-pot  or  pilot  motor. 

The  counter  electromotive  force  method  is  a  direct- 
current  motor  system  using  several  solenoids  connected 
across  the  brushes  so  as  to  actuate  contactors  which  will 
short  circuit  the  armature  resistance  gradually  as  the 
motor  speeds  up  and  generates  counter  electromotive 
force.  This  is  a  simple  method  and  gives  smooth  accel 
eration  under  varying  loads,  but  may  vary  slightly  with 
changes  in  temperature  and  supply  voltage. 

Several  series  relays  may  be  used  to  accelerate  either 
direct  or  alternating  current  motors.  Each  relay  is  an 
electromagnet  with  a  series  winding  connected  in  the 
supply  line  and  receiving  armature  current.  If  the  supply 
current  becomes  too  large  the  relay  operates  a  metallic 
contact  to  the  open  position  which  leaves  resistance  in 
the  circuit.  When  the  supply  current  falls  sufficiently 
the  relay  releases  its  metallic  armature.  This  closes  the 
circuit  of  a  magnetic  contactor,  which  short  circuits  a 
section  of  the  starting  resistance.  The  rate  of  short 
circuiting  of  the  resistance  is  proportional  to  the  motor 
current  and  independent  of  temperature.  However,  for 
wide  changes  in  load,  adjustments  are  required. 

The  shunt  relay  method  of  accelerating  a  motor  is 
applicable  on  direct  current  machines,  and  depends  on 
current  magnitude  for  its  operation.  Each  relay  is  con 
nected  across  the  terminals  of  the  starting  resistance,  and 
its  windings,  therefore,  receive  a  current  in  proportion 
to  the  current  through  the  rheostat.  The  relays  operate 
magnetic  contactors  which  control  the  starting  resistance 
as  in  the  series  relay,  but  the  connections  are  somewhat 
simpler  than  for  the  latter. 

Series-lockout  contactor  acceleration  can  be  used  only 
on  direct  current  motors,  and  depends  also  on  current 
magnitude  for  its  operation.  It  consists  of  a  magnetic 
contactor  with  a  series  coil,  and  does  not  require  a 
relay.  The  time  of  closing  of  the  magnetic  contactor 
depends  on  the  saturation  of  the  iron  in  a  portion  of  the 
magnetic  circuit,  and  it  can  be  adjusted  by  the  operator. 
Time-limit  acceleration  may  be  obtained  by  several 
devices  which  accelerate  the  motor  in  a  given  time 
regardless  of  load.  Dash-pot,  pilot  motor  or  time  clock 


142 


DEFINITION    SECTION 


control  can  be  used  to  actuate  the  rheostat.     It  has  the 
advantages  of  simplicity  and  low  cost. 

Classification  of  Rotating  Machinery.  The  American 
Institute  of  Klectrical  Engineers,  and  other  technical 
societies,  have  adopted  standardization  rules  defining  the 
types  of  machinery  according  to  the  degree  of  enclosure 
and  protection  from  surrounding  obstacles  to  satisfactory 
operation.  This  classification  applies  for  both  generators 
and  motors,  but  for  material-handling  machinery  it  is  of 
importance,  more  particularly  with  regard  to  motors 
because  of  their  wider  use  and  more  general  subjection 
to  varied  conditions  of  operation. 

An  "open'  motor  or  generator  is  not  restricted  as  to 
ventilation  except  as  necessitated  by  good  mechanical 
construction. 

A  "semi-enclosed"  motor  or  generator  has  its  ventilat 
ing  openings  in  the  frame  protected  with  wire  screen, 
expanded  metal,  or  other  perforated  covers  having 
apertures  not  exceeding  yt  sq.  in.  in  area. 

An  "enclosed"  motor  or  generator  is  so  completely 
enclosed  by  integral  or  auxiliary  covers  as  to  prevent 
any  appreciable  circulation  of  air  between  the  windings 
and  the  outside  of  the  machine. 

A  "self -ventiloted  enclosed"  motor  or  generator  circu 
lates  its  own  ventilation  by  means  of  a  fan,  blower,  or 
centrifugal  device  integral  with  the  machine. 

An  "externally  or  separately  ventilated  enclosed''  motor 
or  generator  is  furnished  air  for  ventilation  by  some 
external  machine. 

A  "ii."ater-cooled"  motor  or  generator  is  mainly  depend 
ent  on  water  circulation  as  a  prevention  of  overheating. 

A  "mechanically  protected"  motor  or  generator  has  its 
electrical  parts  covered  to  provide  electrical  and  mechan 
ical  safety  to  operators  without  materially  hampering 
ventilation. 

A  "moisture-proof"  motor  or  generator  has  been 
specially  treated  with  moisture  resisting  material  so  that 
the  machine  can  operate  in  damp  places. 

A  "splash-proof,  water-proof  or  drip-proof"  motor  or 
generator  is  so  protected  as  to  exclude  falling  water, 
stray  splashes,  or  falling  dirt.  Such  a  machine  may  be 
"open"  or  "semi-enclosed,"  providing  it  effectually  ex 
cludes  falling  materials. 

An  "acid-proof"  motor  or  generator  has  been  treated 
with  acid  resisting  materials  which  will  make  operation 
possible  in  acidic  atmospheres.  No  ordinary  insulation 
can  withstand  strong  acid  or  alkaline  fumes. 

A  ''submersible'  motor  or  generator  can  be  operated  a 
certain  length  of  time  ( four  hours  by  A.T.E.E.  rules) 
while  completely  submerged  in  fresh  or  salt  water,  as 
may  be  specified. 

An  "explosion-proof  motor  or  generator  has  a  frame 
and  enclosing  cover  which  will  withstand  any  gas  ex 
plosion  within  and  prevent  the  flame  spreading  to  any 
outside  inflammable  gas. 

Motor  Drive.  The  propulsion  of  any  type  of  vehicle, 
hoist,  elevator,  conveyor  or  any  rotating  machine  by 
electricity  is  termed  motor  drive.  Many  advantages  are 
obtained  by  the  use  of  electric  motors  for  driving  ma 
chinery,  such  as  decreased  power  consumption,  increased 
production,  more  centralized  power  supply,  simplified 
and  more  economical  transmission  and  distribution,  more 
flexibility  in  locating  machinery  at  the  point  of  greatest 
convenience,  particularly  when  removals  are  desired, 
decreased  friction  losses,  greater  cleanliness,  improved 
plant  appearance,  greater  reliability,  wider  flexibility  in 
choice  and  operation  of  machines  as  to  capacity  and 


control  characteristics,  greater  ease  of  starting  and  stop 
ping,  and  larger  adaptability  of  remote  and  automatic  con 
trol.  (See  also  Motors.) 

Certain  advantages  to  be  derived  from  electric  drive 
depend  on  the  characteristics  of  the  motor  selected  and 
on  the  class  and  conditions  of  service  under  which  the 
machine  operates.  For  some  classes  of  material  handling 
work,  special  types  of  motor  are  so  frequently  required 
that  they  have  become  the  accepted  type  for  such  drive 
and  are  given  distinctive  names.  Of  these,  the  elevator 
motor  and  mill  type  motor  may  be  particularly  men 
tioned,  as  they  have  features  widely  differentiating  them 
from  other  standard  motors. 

Motor,  Elevator.  The  term  elevator  motor  is  applied, 
to  the  alternating  or  direct  current  motor  used  to  propel 
an  elevator.  These  motors  must  be  specially  built  to 
withstand  the  stresses  due  to  frequent  starting  and 
stopping,  and  also  to  give  excellent  commutation  and 
heavy  starting  torque  with  a  minimum  starting  current. 
The  motor  must  also  provide  smooth  elevator  operation, 
without  jerks,  and  give  good  economy.  Standard  indus 
trial  motors  cannot  be  used  for  such  service,  but  must 
receive  modification,  depending  on  the  kind  of  elevator 
to  be  operated.  Elevator  motors  are  classed  according 
to  service  as  follows  : 

1.  Motors  for  low-speed  service,  that  is,  for  elevators 
running  at   speeds  up  to  200  ft.  per  mill. 

2.  Motors   for   medium-speed   elevators   which   run  at 
200  ft.   to  400  ft.   per  min.   with   worm  gear,  or   motors 
for  high  speed  elevators  which  run  at  400  ft.  to  700  ft.  per 
min.   with   helical   gear  connection   to  the  elevator  cable 
drum. 

3.  Motors  for  high  speed  gearless  elevators  which  run 
at  400  ft.  to  700  ft.  per  min.     Also  called  direct  traction. 

Direct  current  motors  are  generally  more  suitable  than 
alternating  current  for  all  classes  of  elevator  work  and 
arc  always  used  for  high  speed  machines. 

However,  alternating  current  motors  are  widely  em 
ployed  for  low  speed  elevators  running  at  200  ft.  per 
min.  or  less,  and  induction  motors  of  the  two-speed 
type  are  in  use  for  machines  running  at  speeds  up  to  400 
ft.  per  min.  This  two-speed  type  has  two  sets  of 
windings  on  both  rotor  and  stator.  One  set  of  poles 
and  its  corresponding  rotor  winding  gives  one-third  speed 
instead  of  full  speed.  Of  the  two  rotor  windings,  one 
responds  only  for  low  speed  stator  connection  and  the 
other  only  for  high  speed  stator  connection.  In  starting, 
one  stator  winding  is  connected  to  the  circuit.  After 
the  elevator  gets  partly  up  to  speed  the  connections  are 
automatically  changed  to  the  other  stator  winding  with 
resistance  in  the  rotor  circuit.  The  automatic  cutting 
out  of  the  rotor  resistance  brings  the  elevator  up  to 
maximum  speed.  During  deceleration  this  motor  pro 
vides  electrical  braking  action  by  operating  as  a  gen 
erator  until  the  speed  drops  to  synchronism,  after  which 
electrically  operated  mechanical  brakes  are  applied. 

Either  squirrel  cage  or  slip  ring  induction  motors  of 
the  single-speed  type  can  be  designed  to  give  satisfactory 
elevator  drive  by  using  the  proper  amount  of  secondary 
resistance.  The  squirrel  cage  motor  must  operate  at  all 
times  with  the  same  large  secondary  resistance,  on 
account  of  starting  requirements,  so  that  at  full  load  it 
may  have  a  slip  of  25  per  cent.  On  account  of  this 
inherent  variable  speed,  the  squirrel  cage  motor  is  suitable 
only  for  low-speed  elevator  service,  and  it  will  require  a 
higher  gear  ratio  between  the  motor  and  elevator  drum 
to  maintain  the  same  car  speed  as  would  result  with  a 


143 


MATERIAL    HANDLING    CYCLOPEDIA 


slip-ring  motor  of  equal  horsepower  and  the  same  number 
of  poles.  The  slip  of  the  wound  rotor  machine  may  be 
as  low  as  three  per  cent  at  full  load  with  the  controller 
short  circuiting  the  secondary  resistance.  The  squirrel 
cage  motor  gives  a  higher  torque  for  a  given  current 
input  due  to  design  characteristics,  while  the  wound  rotor 
machine  balances  this  feature  by  furnishing  a  given  horse 
power  output  with  less  torque  because  of  the  lower 
gear  ratio.  Consequently,  with  proper  design,  neither 
the  slip  ring  nor  squirrel  cage  motor  has  any  advantage 
over  the  other  in  the  matter  of  current  required  to  start 
at  a  given  load,  although  this  fact  has  not  been  fully 
recognized.  Speed  regulation  is  commonly  the  controlling 
factor  which  determines  the  class  of  induction  motor  to 
be  used  for  low-speed  service. 

When  direct  current  supply  is  available  the  compound 
motor  is  usually  selected  except  for  direct  traction  ele 
vators,  in  which  case  shunt  motors  are  common.  The 
compound  motor  gives  good  speed  regulation,  and  it 
may  be  run  as  a  shunt  motor  by  short  circuiting  the 
series  field  after  the  motor  reaches  full  speed,  thereby 
gaining  the  good  operating  characteristics  of  shunt 
machines  while  running  at  constant  speed.  Low  speed 
can  be  obtained  by  strengthening  the  field  of  the  motor 
and  by  connecting  a  shunt  resistance  around  the  arma 
ture.  The  elevator  may  be  slowed  down  by  the  use  of  the 
generator  action  of  the  motor,  called  dynamic  braking, 
and  this  is  an  important  advantage  of  direct  over  alter 
nating  current  as  a  source  of  elevator  motive  power. 

Compound  motors  for  medium-speed  worm  gear  ma 
chines  and  for  high-speed  helical  gear  machines  are 
started  in  series  with  a  rheostat  the  resistance  of  which 
is  cut  out  in  steps.  This  is  followed  by  a  removal  of 
the  series  field  so  that  when  normal  speed  is  approached 
there  will  be  only  the  shunt  field  in  use  and  the  excessive 
changes  of  speed  ordinarily  resulting  from  variations  of 
load  in  the  compound  motor  will  not  occur  as  the 
elevator  comes  near  normal  speed.  After  removal  of 
the  series  field  the  shunt  field  is  weakened  in  several 
steps  until  the  maximum  desired  speed  is  attained.  The 
reverse  process  of  stopping  the  elevator  is  commenced 
by  strengthening  the  shunt  field,  which  produces  a 
momentary  generator  action  and  decrease  of  speed.  This 
is  followed  by  the  insertion  of  resistance  in  series  with 
the  armature,  thereby  decreasing  armature  voltage,  which 
further  reduces  the  speed.  By  disconnecting  the  armature 
from  the  line  and  short  circuiting  over  a  resistance,  dy 
namic  braking  is  procured,  and  this  should  bring  the  ma 
chine  to  a  very  slow  speed.  Application  of  mechanical 
brakes  will  then  stop  the  elevator,  but  the  mechanical 
brake  is  depended  on  principally  for  holding,  and  will 
wear  out  rapidly  if  the  dynamic  braking  is  not  arranged 
to  bring  the  elevator  nearly  to  a  stop. 

Efficient  acceleration  and  deceleration  are  of  great  im 
portance  in  an  elevator  motor  on  account  of  the  con 
siderable  number  of  stops.  In  starting,  the  motor  should 
be  able  to  overcome  friction,  to  lift  its  unbalanced  load, 
to  accelerate  a  weight  totaling  about  eight  times  the 
unbalanced  load,  and  to  accelerate  the  revolving  masses. 
In  total,  this  may  amount  to  an  accelerating  torque  of 
about  twice  full-load  torque  on  high-speed  motors. 
Therefore,  with  high-speed  motors,  efficiency  during 
acceleration  is  even  more  important  than  rated  load 
efficiency,  and  is  primarily  influenced  by  the  method  of 
changing  speed  by  field  control.  For  instance,  a  motor 
without  field  control  could  produce  the  proper  accelera 
tion,  but  would  require  a  large  amount  of  armature 


series  resistance  and  a  large  number  of  accelerating 
switches  for  cutting  out  this  resistance,  and  its  current 
demand  on  the  circuit  would  be  high.  However,  if  the 
machine  is  accelerated  uniformly  up  to  half  normal  speed 
by  elimination  of  armature  resistance  and  from  half  to 
full  speed  by  field  control,  a  decided  gain  in  efficiency 
result.  A  motor  with  speed  variation  through  field 
control  in  the  ratio  of  two-to-one  seems  in  practice  to 
give  the  best  operating  economy  on  high-speed  elevator 
motors.  This  type  of  motor  is  subjected  to  very  rapid 
changes  in  current  during  acceleration  and  deceleration, 
so  that  specially  effective  laminated  interpoles  are  re 
quired  to  prevent  sparking.  A  motor  in  this  class  of 
elevator  service  will  have  a  small  commutator  diameter 
and  a  rotor  speed  of  400  to  800  r.p.m. 

For  low-speed  elevator  service,  economy  during  accel 
eration  and  deceleration  is  of  lesser  importance  and  first 
cost  of  installation  usually  is  such  that  a  motor  without 
field  control  is  selected.  A  compound  winding  will  be 
used  during  starting,  the  acceleration  being  procured  by 
cutting  out  the  series  armature  resistance  step  by  step. 
Dynamic  braking  is  employed  as  with  the  type  previously 
described. 

Gearless  traction  motors  arc  of  the  shunt  type  with 
large  commutator  diameter.  Rotor  speeds  of  60  to  68 
r.p.m.  prevail  for  elevators  operating  on  the  so-called 
1-to-l  ratio  of  cable  to  car  speed,  and  field  control  ratios 
of  1.15  or  1.20-to-l  are  usual.  The  higher  ratios  used 
with  other  elevator  motors  cannot  be  used  because  the 
field  strength  would  become  so  low  that  quick  accelera 
tion  would  be  impossible.  The  large  armature  does  not 
produce  high  inertia  effects  on  the  traction  elevator  be 
cause  the  rotor  speed  is  low.  Such  an  armature  would 
be  a  distinct  disadvantage  on  the  high-speed  rotors  of  the 
other  types  of  elevators.  The  large  diameter  of  the  trac 
tion  motor  is  an  advantage  in  that  small  overall  length 
of  machine  can  be  secured  by  building  motors  with  short 
armatures  and  more  field  poles.  The  latter  are  commonly 
eight  in  number  and  often  no  interpoles  are  required  be 
cause  of  the  low  rotor  speed.  When  gearless  traction 
elevators  are  used  on  the  2-to-l  ratio  of  cable  to  car 
speed,  the  rotors  will  run  at  95  to  125  r.p.m.  and  field 
control  ratios  will  be  about  1.3-to-l.  Commutating  poles 
are  usually  necessary  in  this  case,  but  otherwise  the  mo 
tor  construction  is  the  same  as  with  the  1-to-l  gearless- 
type. 

Page  712,  751,  755,  757. 

Motor,  Mill  Type.  Mill  type  is  the  name  commonly 
applied  to  a  class  of  sturdily  constructed  motors  built  to 
withstand  particularly  arduous  service  in  steel  mill  opera 
tion.  They  are  manufactured  with  both  open  and  en 
closed  frames  and  in  a  variety  of  sizes  ranging  from  3 
to  275  horsepower.  They  are  also  used  in  many  other 
classes  of  drive  having  similar  service  requirements,  in 
cluding  such  work  as  electric  shovels,  dipper  dredges, 
draw  bridges,  heavy  duty  hoists  of  the  smaller  sizes,  fac 
tory  cranes,  unloadcrs,  ore  bridges  and  coal  bridges. 

These  motors  will  carry  instantaneously  applied  over 
loads  of  100  per  cent  without  noticeable  sparking  and 
carry  even  greater  overloads  without  serious  sparking. 
Their  special  heat  resisting  insulation  will  not  seriously 
deteriorate  when  the  machine  is  operated  for  considerable 
periods  at  150  deg.  C.  The  armature,  shaft  and  frame 
are  unusually  heavy. 

Interpoles  may  be  and  usually  are  used  to  gain  im 
proved  commutation. 

Page  712,  755,  756. 


144 


DEFINITION    SECTION 


Motor,  Grain  Elevator.  Motors  in  grain  elevator  serv 
ice  arc  ordinarily  three-phase  squirrel-cage,  of  SO  to  100 
horse  power  for  the  elevator  legs  and  of  15  to  50  horse 
power  for  conveyor  belts  and  car  haulage.  The  seasonal 
character  of  the  load  may  lead  to  the  choice  of  motors 
of  such  ratings  that  operation  at  20  per  cent  above  nor 
mal  load  will  be  permissible  in  cold  weather,  as  the  warm 
weather  load  is  light. 
Page  712,  755,  756. 

Motors,  Installation  Requirements  of.  The  regulations 
of  the  National  Board  of  Fire  Underwriters  for  electric 
wiring  and  apparatus  should  be  followed  in  motor  in 
stallations.  These  are  known  as  the  "National  Electrical 
Code." 

Motor,  Industrial  Truck.  Tho  motor  used  in  electric 
industrial  trucks  is  an  enclosed,  series  wound,  high  start 
ing  torque  machine.  It  must  have  low  current  consump 
tion  and  very  large  overload  capacity  and  be  otherwise 
designed  to  give  the  best  possible  results  with  the  lowest 
possible  drag  on  the  batteries. 
Page  714. 

Motor,  Crane.  If  a  series  direct  current  motor  rotates 
at  too  high  a  speed  with  a  heavy  load,  it  will  speed  up 
excessively  at  light  loads,  necessitating  added  resistance 
and  a  waste  of  power.  Crane  motors  are  therefore  given 
special  ratings  to  keep  heat  losses  low.  Heating  is  based 
on  a  75-deg.  rise  in  30  minutes,  and  speeds  are  limited 
to  450  or  500  r.p.m. 

(See  also  Electrical   Equipment  of  Cranes.) 
Page  712,  755,  756. 

Motor,  Mine  Hoist.  Induction  motors  are  most  widely 
used  for  mine  hoists.  They  must  have  adequate  torque 
both  for  starting  and  running,  good  performance  charac 
teristics,  rugged  construction  and  a  low  slip-ring  voltage 
which  prevent  flash-over  at  the  rings  in  case  the  motor  is 
suddenly  reversed  at  full  speed.  High  speed  induction 
motors  have  the  best  performance  characteristics  and  the 
lowest  first  cost  and  are  therefore  ordinarily  used  with 
herringbone  gears,  the  reduction  ratios  going  as  high  as 
15-to-l. 

Large  direct  current  motors  are  also  used  for  mine 
hoists.  They  can  be  designed  to  give  good  efficiency  at 
low  speeds  and  may  therefore  be  directly  connected  to 
the  hoist  drums,  thereby  eliminating  gears.  The  use  of 
commutating  poles  and  \Yard  Leonard  control  overcomes 
all  difficulty  encountered  in  handling  heavy  peak  loads  so 
that  larger  units  can  be  installed  than  in  induction  motor 
equipments.  This  system  is  recommended  by  some  en 
gineers  for  all  high-speed  shaft  hoists,  and  for  those  in 
which  operating  efficiency  is  needed,  particularly  coal 
hoists. 

A  third  system  of  mine  hoisting  used  where  it  is  de 
sirable  to  avoid  heavy  peak  loads  and  wide  voltage  fluc 
tuation  consists  of  a  Ward  Leonard  power  set,  a  flywheel 
and  a  regulating  device  to  permit  the  wheel  to  supply  all 
energy  required  by  the  hoist  above  the  average  value 
over  the  complete  cycle. 

With  the  Ward  Leonard  systems  electric  breaking  is 
available  and  the  mechanical  brakes  are  relieved  of  most 
all  use  except  that  of  holding,  and  the  power  developed 
by  the  descending  load  is  partially  returned  to  the  power 
system. 

(See  also  Electric  Power  for  Material  Handling  in 
Mines.) 

Page  712,  755,  756. 

Controller.     An   electrical   switching   device   by   means 
of  which  a  motor  may  be  started,  stopped,  reversed  and 

145 


adjusted  to  suitable  speeds  is  called  a  controller.  It  har 
monizes  the  characteristics  of  the  motor  with  those  of 
the  machine  to  be  driven.  The  earliest  type  was  the  so- 
called  starting  box  for  direct  current  motors  which,  by 
a  stepped  decrease  of  the  external  resistance  inserted  in 
the  line  or  armature  circuit,  permitted  gradual  increase 
of  voltage  during  starting.  In  this  manner  it  is  easy  to 
prevent  the  excessive  mechanical  stresses  and  the  burn 
ing  out  of  fuses  and  rotor  windings  which  would  result 
from  the  currents  drawn  from  the  line  by  a  motor  ac 
celerating  to  full  speed  under  full  line  voltage.  This  con 
troller  is  still  the  most  common  type  and  is  variously 
known  as  starter,  starting  box,  starting  rheostat  and 
compensator.  The  reactive  controller  for  alternating  cur 
rent  motors  usually  is  known  also  as  a  compensator  and 
it  constitutes  a  second  class  of  controller.  It  is  really 
an  auto-transformer  which  impresses  a  reduced  voltage 
on  the  motor  during  starting.  When  full  speed  is  ap 
proached  the  compensator  is  disconnected  and  the  motor 
is  placed  directly  across  the  line. 

All  direct  current  starters  should  have  as  an  essential 
part  of  their  construction  a  so-called  under-voltage  re 
lease  or  no-voltage  release  which  automatically  throws 
the  contact  to  the  disconnected  position  when  for  any 
reason  the  line  voltage  fails.  If  this  no-voltage  release 
were  not  in  the  circuit  a  sudden  restoration  of  line  power 
would  impress  full  voltage  across  the  terminals  of  the 
stationary  motor  armature. 

Many  starters  also  are  provided  with  an  overload  re 
lease  which  is  a  circuit-breaker  device  to  open  the  line 
circuit  in  case  excessive  load  comes  on  the  motor.  It  is 
an  additional  safety  device  which  is  sometimes  required 
by  specifications. 

Controllers  for  speed  adjustment  on  direct  current 
shunt  or  compound  motors  ordinarily  have  two  separate 
resistances,  one  in  the  armature  and  one  in  the  field  cir 
cuit,  each  controlled  by  separate  levers.  The  field  re 
sistance  gives  a  finer  adjustment  of  speed  control,  but 
for  only  a  small  range,  and  does  not  require  a  large  cur 
rent  carrying  capacity  as  would  the  armature  rheostat. 
Speed  adjustment  is  less  universal  on  alternating  current 
motors,  and  consists  principally  of  adjustable  resistances 
placed  in  the  rotor  circuit,  that  is  in  the  secondary  of 
induction  motors  by  connection  to  slip  rings.  This  re 
sistance  is  also  used  during  starting. 

Controllers  for  reversing  direct  current  and  single  phase 
alternating  current  motors  arc  so  connected  as  to  reverse 
the  direction  of  current  flow  in  one  winding  of  the  motor, 
either  in  the  armature  or  the  field.  Reversal  of  polyphase 
alternating  current  machines  is  accomplished  by  the  re 
versal  of  one  phase  of  the  motor. 

For  hoisting  or  crane  service  of  relatively  light  duty 
a  face-plate  or  dial  controller  with  a  single  contact  arm 
controlling  the  four  functions  of  starting,  stopping,  speed 
regulation  and  reversing  is  in  common  use.  For  the 
largest  sizes  of  motor,  drum  type  controllers  are  usual 
and  the  four  functions  are  combined  in  the  one  machine. 
Controllers  are  frequently  designed  to  perform  a  fifth 
function,  namely,  to  make  suitable  connections  for  dyna 
mic  breaking. 

Automatic  and  semi-automatic  controllers  are  in  wide 
use  and  have  many  advantages  over  the  manual  types, 
especially  where  very  large  motors  are  used. 

The  designation  controller  appears  in  connection  with 
the  various  devices  used  in  operating  motors  and  ;n  many 
cases  the  term  is  added  to  the  name  of  the  machine  being 
operated.  For  example,  when  it  is  used  to  start,  ?top  and 


MATERIAL    HANDLING    CYCLOPEDIA 


regulate  the   speed   of  elevators   it   is  called  an  elevator 
controller. 

A  handle  or  lever  is  commonly  provided  on  a  control 
ler,  and  a  latch  carried  by  it  drops  into  notches  corre 
sponding  to  the  successive  steps  in  voltage  variation. 

In  some  cases  special  equipment  is  provided  instead  of 
the  handle.  For  example,  in  elevators  the  controller  is 
often  operated  by  a  hand-rope  which  passes  up  through 
the  car  and  around  a  sheave,  or  else  by  electro-magnets 
which  in  turn  are  actuated  by  a  master  switch  in  the  car. 
.Manually  operated  controllers  should  be  inspected 
weekly  to  see  that  contact  plates  and  lingers  are  free  from 
bugs  or  abrasion,  that  roughness  is  removed  with  a  tile 
or  sandpaper,  and  that  contact  plates  are  very  slightly 
lubricated  with  vaseline.  Special  instruction  given  by  the 
manufacturer  must  in  any  case  be  followed. 

All  controllers  on  cranes  whether  for  hoists,  bridge  or 
trolley  should  be  interchangeable  when  of  like  capacity 
or  type.  No  controller  for  hoisting  should  be  permissible 
unless  provision  is  made  on  the  controller  for  lowering 
the  load  when  the  limit  switch  is  open,  by  simply  revers 
ing  the  controller.  Push-button  or  other  switches  for 
closing  the  main  line  contact  should  not  be  tolerated,  as 
they  may  lead  to  trouble  and  serious  accidents  if  operated 
when  the  controller  is  left  in  the  hoisting  position  when 
the  limit  switch  is  open.  The  use  of  the  plugging  switch 
is  not  desirable  but  the  demand  for  its  use  has  been 
brought  about  because  of  the  use  of  motor  brakes  of  in 
sufficient  torque  to  stop  the  upward  travel  of  the  hoist 
when  the  limit  switch  opens.  The  use  of  half  torque 
brakes  is  partly  to  blame  for  this. 

In  mine  hoist  installations  a  variable  resistance  called  a 
mine  hoist  controller  is  placed  in  series  with  the  rotor 
circuit  of  an  induction  motor  to  control  the  speed  and 
to  provide  resistance  to  injurious  heating  currents  that 
would  otherwise  flow  during  starting.  This  resistance 
must  be  large  to  allow  for  creeping  speeds  and  is  there 
fore  much  greater  than  is  required  for  occasional  starting 
duty,  and  it  must  be  provided  with  a  suitable  number  of 
steps  for  speed  adjustment  and  regulation. 

Motors  exceeding  100  to  150  horsepower  are  difficult 
to  handle  by  drum  controllers  due  to  the  high  currents 
and  frequent  switching.  A  type  of  magnetically  oper 
ated  switch  called  a  contactor  is  then  used  for  both  pri 
mary  and  secondary,  and  it  is  manipulated  by  a  small 
operator's  controller  which  need  be  only  large  enough 
to  handle  the  small  current  required  to  work  the  con 
tactor. 

1'uiu-  711.  756. 

Compensator.     A    compensator   is   an   auto-transformer 
with   a   switching   lever   by   means   of   which   it  may  be 
operated  as  a  starting  device  for  an  alternating  current 
induction  motor. 
Page  711,  756. 

Rheostat.  Any  device  containing  a  resistance  which 
may  be  varied  to  control  current  or  voltage  of  an  electric 
circuit  is  called  a  rheostat.  The  term  resistance  has  been 
commonly  used  but  resistor  or  rheostat  are  the  present 
standard  terms.  The  resistance  of  any  conductor  or  re- 
>istor  depends  on  the  cross-section,  length  and  kind  of 
material  of  which  it  is  made  and  varies  also  with  the  tem 
perature.  A  rheostat  not  effectively  cooled  will  have  its 
capacity  to  absorb  electric  energy  decreased  because  of  its 
inability  to  get  rid  of  heat  energy.  When  a  rheostat  is 
used  to  regulate  the  current  entering  a  battery  while 
charging,  it  is  commonly  known  as  a  charging  rheostat. 
The  term  rheostat  is  frequently  used  in  connection  with 


controllers  and  motor  starting  boxes.  (See  Controller.) 
When  so  employed  the  terminals  are  marked  "line,'' 
"armature"  and  "field''  to  indicate  the  proper  connection 
to  the  line  and  motor. 

For  installation  of  rheostats  the  "National  Electrical 
Code"  Regulations  of  the  National  Board  of  Fire  Under 
writers  for  Electric  Wiring  and  Apparatus  should  be 
followed. 

Page  711,  756. 

Reactor.  A  reactor  is  a  coil,  winding  or  other  conduc 
tor  possessing  such  high  inductance  that  it  will  set  up  a 
reactance  in  an  alternating  current  circuit  and  limit  the 
current  flow  for  a  brief  interval  of  time  during  short 
circuit,  lightning  disturbance  or  a  similar  condition.  One 
reactor  is  placed  in  series  in  each  phase  or  in  two  phases 
of  a  three-phase  circuit. 

Switches,  Circuit-breakers  and  Fuses.  A  su'itcli  is  a  de 
vice  for  making,  breaking  or  changing  the  flow  of  cur 
rent  in  an  electric  circuit.  A  circuit-breaker  is  an  electro 
magnetic  mechanism  placed  in  a  circuit  for  automatically 
interrupting  the  flow  of  current  under  infrequent  abnor 
mal  overload  conditions. 

A  fuse  is  a  metallic  wire  designed  to  melt  and  dissipate 
at  a  stated  current,  and  in  this  way  protect  the  remainder 
of  the  circuit  against  abnormal  currents. 

A  relay  is  an  electro-magnetic  device  by  means  of 
which  contacts  in  one  circuit  are  operated  by  changes  in 
operating  conditions  in  the  same  or  other  circuits. 

The  rating  of  a  switch  or  of  a  circuit-breaker  includes 
the  normal  current  which  it  is  designed  to  carry,  the 
normal  voltage  on  which  it  is  intended  to  operate,  the 
normal  frequency  of  the  current  when  alternating,  and 
the  interrupting  capacity  of  the  device. 

A  uiaslcr-.witch  is  a  device  which  serves  to  govern  the 
operation  of  contactors  and  auxiliary  devices  of  an  elec 
tric  controller.  (See  Controller.) 

A  control  switch  is  for  controlling  electrically  operated 
switches  and  circuit  breakers. 

An  auxiliary  switch  is  one  actuated  by  some  main  de 
vice  for  signalling  and  interlocking. 

The  "National  Electrical  Code''  should  be  followed  re 
garding  switches,  circuit  breakers  and  fuses. 

A  speed  limit  device  consists  of  a  small  weight  coun 
terbalanced  by  a  spring  adjusted  in  such  a  manner  that 
it  can  be  set  within  a  very  narrow  margin  at  any  speed 
desired  above  rated  speed  or  above  synchronous  speed 
and  when  this  limit  is  reached  the  weight  will  move  out 
sufficiently  to  trip  a  small  arm  which  cither  closes  or 
opens  the  circuit  of  a  circuit  breaker  as  may  be  desired 
to  prevent  a  motor  running  above  a  certain  desired  speed. 

Page  711,  756. 

Current  relays  arc  used  in  a  regenerative  braking  circuit 
to  limit  the  current  of  retardation  to  a  reasonable  and 
safe  value  well  within  the  commutation  limits  of  the 
motor.  The  closing  of  the  electric  braking  circuit  when 
regenerative  braking  is  employed  is  called  closure.  If 
this  is  done  when  the  armature  speed  is  several  times 
more  than  normal  an  excessive  braking  current  would 
flow  through  the  dynamo  unless  limited  by  these  current 
delays.  For  those  installations  where  the  holding  brake 
is  automatically  operated  a  control  may  be  used  which 
insures  the  maintenance  of  the  brake  in  the  released  po 
sition  until  the  load  has  come  substantially  to  rest. 

A  scheme  of  automatic  control  is  sometimes  used  in 
regenerative  braking  for  reversing  the  hoist  motors  when 
opening  grab  buckets  and  starting  to  lower,  thereby  caus 
ing  the  dynamo  to  operate  as  a  motor  until  a  predeter- 


146 


DEFINITION    SECTION 


mined  speed  is  reached,  when  it  automatically  and   with 
out  interruption  of  circuit  hecomes  a  generator. 

Page  711,  756. 

Electric  Elevator  Brake.  A  magnetic  or  other  electric 
device  added  to  the  friction  hrake  of  electric  elevators 
to  assure  safe,  positive  and  quiet  action  of  the  brake,  is 
commonly  called  an  electric  elevator  brake.  The  type  of 
design  depends  on  whether  direct  or  alternating  current 
is  used  as  the  motive  power  of  the  elevator,  but  in  any 
case  the  operation  should  be  such  that  the  brakes  are 
set  by  a  holding  spring  when  no  current  is  flowing 
through  the  elevator  motor.  One  type  of  control  used 
on  elevators  operating  with  alternating  current  is  by  the 
attachment  of  an  electric  elevator  brake  magnet  to  the 
friction  brake.  When  the  motor  is  started  a  portion  of 
the  current  passes  through  the  shunt  magnet  coils,  ener- 
gi/cs  them  and  pulls  down  the  brake  armature,  thereby 
compressing  the  springs  and  releasing  the  brake.  An 
other  alternating  current  brake  with  motor  control,  elim 
inating  the  alternating  current  solenoids,  uses  a  high 
torque  squirrel-cage  induction  motor  to  rotate  a  toothed 
sector  linked  to  the  arms  of  the  brake  shoes  and  thereby 
releases  them  when  power  is  applied.  The  control  motor 
then  stalls  and  maintains  the  hrake  in  the  released  posi 
tion  until  power  is  cut  off.  There  is  also  a  direct  cur 
rent  solenoid  system  similar  to  the  alternating  current 
magnetic  brake  mentioned  above. 

Page  712,  750,  757. 

Cranes,  Electrical  Equipment  of.  An  electric  crane 
ordinarily  consists  of  three  general  parts,  namely  the 
bridge,  trolley  and  hoist.  Each  of  these  is  driven  by  a 
separate  motor.  The  bridge  motor  drives  the  crane 
along  the  track,  the  trolley  motor  drives  the  trolley  on 
the  bridge,  and  the  hoist  motor  does  the  lifting.  The 
latter  is  the  largest  motor  on  the  crane.  Auxiliary 
hoists  if  provided  are  generally  mounted  on  the  main 
trolley  and  arranged  for  high  speed  lifting  of  lighter 
loads.  Electric  wiring  on  cranes  should  receive  special 
attention  as  to  protection.  Exposed  surface  switches 
are  unsatisfactory.  Overload  and  no-voltage  protection 
ought  to  be  secured  by  magnetic  contactors  mounted 
under  the  operator's  seat  or  otherwise.  The  operating 
resistance  is  often  set  in  a  ventilated  frame  in  front  of 
the  cab,  and  should  be  convenient  for  repair  in  case  of 
accident.  A  protected  type  of  snap  switch  is  essential 
for  disconnection  during  inspection. 

Page  706,  756. 

Shipyard  Cranes,  Electric  Equipment  of.  Roth  direct 
and  alternating  current  are  successfully  used  in  shipyard 
cranes.  Dynamic  braking  is  usually  employed  on  direct 
current  hoists,  but  reversible  control  is  employed  for 
other  crane  motions  and  for  all  alternating  current  crane 
motors.  All  revolving  types  of  cranes  have  magnetic 
control  with  automatic  current-limit  acceleration  for 
revolving  or  slewing  as  this  motion  is  predominantly 
acceleration.  The  travel  motion  of  revolving  cranes  is 
equipped  with  a  control  giving  one  or  more  creeping 
points,  so  that  the  crane  may  be  brought  to  low  speed 
and  stopped  without  excessive  shock  when  removal  of 
power  sets  the  brakes.  Creeping  speed  points  give 
dynamic  braking  when  the  motor  or  motors  are  over 
hauled  by  the  crane,  thereby  providing  a  means  for 
holding  the  speed  to  a  safe  value  when  traveling  with 
a  high  wind.  A  solenoid  load  brake  is  necessary  unless 
the  operator  travels  with  the  hoisting  machinery,  and 
an  automatic  mechanical  load  brake  is  used.  A  multiple 
magnet  brake,  which  is  an  electro-magnet  braking  device 


giving  two  or  more  degrees  of  braking  strength  depend 
ing  on  the  number  of  solenoids,  is  used  to  gradually  stop 
the  cranes  with  bridge  motion  before  the  controller  is 
turned  to  the  "off"  position.  In  starting  a  multiple 
magnet  braked  crane,  the  control  permits  first  energizing 
of  one  solenoid  and  then  the  next,  gradually  reducing 
the  braking  effect  as  the  motor  becomes  energized. 

Page  706,  756. 

Mines,  Electric  Power  for  Material  Handling  in.  The 
chief  uses  of  electricity  for  material  handling  in  mines  are 
for  driving  hoists  and  the  propulsion  of  trucks.  Electric 
hoists  were  early  and  widely  developed  in  mining  before 
their  extensive  use  in  other  industries,  and  a  number  of 
sv.stems  of  motor  drive  and  control  are  satisfactory.  Xo 
specific  rule  can  be  laid  down  as  to  the  choice  of  electric 
system,  the  matter  depending  on  the  power  available,  the 
peculiar  characteristics  of  the  hoist  installation  and  the 
other  requirements  of  electricity  in  the  plant  or  neigh 
borhood.  (For  types  of  motor  drive  and  control  see 
Motor.)  The  extent  and  variety  of  applications  may  be 
judged  from  the  following  installations  of  one  electric 
company  in  1916  which  was  a  year  of  extensive  develop 
ment.  Of  79  equipments  of  mine  hoists  rated  at  100 
horsepower  or  more  aggregating  30,000  horsepower, 
HO  per  cent  of  the  rated  capacity  consisted  of  induction 
motor  installations,  the  remainder  utilizing  Ilgner  direct 
current  equipments  of  flywheel  motor  generator  sets 
and  the  Ward  Leonard  system  of  control.  Of  240 
installations  by  this  company  rated  at  or  in  excess  of 
250  horsepower  and  aggregating  121,000  horsepower, 
all  hut  35  are  driven  by  geared  induction  motors.  The 
largest  induction  motor  installation  of  this  group  is 
rated  at  1,800  horsepower  and  develops  about  2,700  horse 
power  during  starting.  Two  South  African  direct  cur 
rent  installations  are  rated  at  4,000  horsepower. 

Alternating  current  wound  rotor  induction  machines 
arc  generally  used  in  coal  mines  and  the  smaller  metal 
mines  of  America  ior  hoisting.  In  this  work  the 
standard  drum  controller  is  ordinarily  used  for  sizes 
from  25  to  150  horsepower  and  the  magnetic  switch 
controller  for  intermediate  sizes  of  150  to  500  horse 
power.  Motors  larger  than  500  horsepower  have  liquid 
rheostat  control  in  the  secondary  and  magnetic  switches 
in  the  primary  for  reversing.  The  power  system  in  many 
locations  cannot  stand  the  peak  loads  imposed  by  the 
induction  type  of  motor.  In  such  cases  the  Ilgner  system 
is  widely  used.  The  hoist  motor  is  a  separately-excited 
direct-current  motor  with  constant  field  excitation  and 
permanently  connected  to  a  separately-excited  variable- 
speed  direct-current  generator,  the  latter  being  driven 
by  a  wound  rotor  induction  motor.  By  the  insertion  of 
resistance  in  the  secondary  of  the  wound-rotor  motor 
the  motor-generator  set  is  made  to  slow  down  without 
drawing  an  excessive  load  from  the  power  system.  The 
Ward  Leonard  system  of  controlling  the  hoist  motor 
speed  by  varying  the  field  strength  of  the  direct  current 
generator  of  a  motor-generator  set  is  also  extensively 
employed  in  mining.  It  has  fine  speed  adjustment,  higher 
efficiency,  safety  and  greater  speed  of  operation  in  its 
favor ;  and  is  therefore  particularly  adaptable  to  coal 
hoists.  (For  further  discussion  of  Ilgner  and  Ward 
Leonard  systems  see  Speed  Control.) 

In  Europe  the  induction  motor  is  but  seldom  used 
for  high-power  hoists,  owing  to  its  relatively  poor  action 
as  a  regenerative  brake.  However  the  alternating-cur 
rent  commutator  motor  in  units  up  to  many  hundred 
horsepower  is  in  great  favor.  One  make,  the  Deri 


147 


MATERIAL    HANDLING    CYCLOPEDIA 


motor,  works  as  a  repulsion  motor  having  its  stator 
connected  directly  across  the  mains,  while  the  wound 
rotor  is  electrically  isolated  and  provided  with  two 
mutually  interconnected  sets  of  brushes,  one  of  which 
is  movable  with  respect  to  the  other.  All  adjustments 
of  speed  are  made  by  moving  the  second  set  of  brushes, 
and  a  reliable  regenerative  braking  is  thus  obtained.  For 
three-phase  supply  larger  units  are  built  as  double  motors 
having  two  independent  armatures  and  two  Scott  con 
nected  stators  for  balancing  the  load.  Ordinary  three- 
phase  commutator  motors  with  an  armature-transformer 
are  also  rapidly  coming  into  use  for  heavy  hoisting. 
European  practice,  like  American,  indicates  that  the 
choice  of  system  depends  on  the  local  conditions  of  the 
particular  installation  and  that  general  rules  cannot  be 
laid  down  for  the  determination  of  the  capacity  and  type 
of  machinery  to  use. 

(See  also  Motor,  Mine  Hoist.)       Page  706,  756. 

Winches,  Electric.  Electrically  operated  winches  may 
be  of  the  portable  fixed  or  ship  types.  Winches  of 
about  2,500  Ib.  capacity  with  a  rope  speed  of  225  ft. 
per  min.  would  have  a  15  to  25  horsepower  alternating 
current  or  direct  current  motor  with  solenoid  brake  or 
friction  clutch  and  foot  brake.  The  control  may  consist 
of  drum  type  controllers  mounted  on  the  machine  or  of  the 
magnetic  control  where  the  panel  is  mounted  on  the 
machine  and  the  portable  master  controller  is  carried  by 
the  operator.  Page  787,  791,  803,  829. 

Hoisting  Signal  Systems,  Electric.  Electric  hoisting 
signal  systems  are  constructed  in  three  types  to  replace 
the  bell  wire  and  gong  or  pneumatic  signals  formerly 
used  in  mine  hoist  and  similar  work.  The  low-voltage 
direct  current  type  consists  preferably  of  iron  clad  and 
waterproof  annunciators  or  bells,  transmission  line, 
batteries,  and  push-button  or  other  signal  switches. 
A  second  type  of  signal  system  using  bell-ringing  mag 
netos  is  very  satisfactory  but  more  costly.  Magnetos  are 
placed  across  the  terminals  of  the  signal  line  so  that 
by  twirling  the  armature  of  one  magneto  an  electro 
motive  force  is  generated  thereby  ringing  bells  placed 
across  the  line,  at  all  signaling  and  hoisting  stations. 
A  third  type  of  signal  system,  which  is  in  wide  use, 
involves  stopping  down  the  low  voltage  alternating  or 
direct  current  lighting  circuit  to  about  30  or  40  volts 
by  a  transformer  or  resistance,  and  connecting  switches 
and  gongs  across  the  line.  Annunciators  consisting  of 
magnetic  devices  with  numbered  metal  disks  which  rise 
or  fall  by  switch  closure  on  the  line,  and  electric  lamps 
may  also  be  used  in  place  of  gongs  on  signal  systems. 
Page  706,  752,  756,  827. 

Cable.  An  electric  transmission  conductor  consisting 
of  stranded  wires,  or  a  combination  of  stranded  wires 
or  conductors  insulated  from  each  other  is  called  a 
cable.  One  of  the  wires  or  any  group  of  wires  of  a 
cable  which  is  used  as  a  conductor  is  called  a  strand. 
The  term  stranded  conductor  may  also  be  used  when  the 
conductor  consists  of  more  than  one  wire. 
Page  706,  818. 

Wire.  A  slender  rod  or  filament  of  drawn  metal,  called 
a  wire,  may  be  bare  or  covered  with  insulation.  In 
the  latter  case  it  is  commonly  called  insulated  wire. 
Sizes  of  bare  wire  are  frequently  specified  according  to 
the  Brown  and  Sharpe  (B.  &  S.)  gage  which  assigns 


numbers  0  to  40,  inclusive  to  denote  the  different  diam 
eters  which  vary  in  a  geometric  progression.  Standard 
wires  number  00,  000  and  0000  are  an  addition  to  this 
series  and  all  larger  sizes  are  specified  by  their  area  in 
circular  mills,  square  inches  or  square  centimeters. 
Page  706. 

Feed  and  Trolley  Wire.  Any  wire  used  to  convey  elec 
tricity  to  the  moving  trolley  of  an  electric  vehicle  is 
called  a  trolley  wire.  Hard  drawn  grooved  wire  0000 
gage  is  most  commonly  employed  except  in  the  smaller 
installations  because  of  greater  mechanical  strength,  and 
decreased  depreciation  as  compared  with  the  smaller 
sizes  of  00  and  000  which  would  frequently  have  sufficient 
current  carrying  capacity.  Round  and  figure  8  cross- 
section  wire  are  infrequently  used  because  grooved  wire 
combines  ease  of  handling,  due  to  its  symmetry  of 
section,  with  a  lessening  of  wire  distortion  by  clamping 
ears.  Trolley  wires  may  be  supported  from  roof,  wall, 
timber  or  pipe,  and  are  strung  about  six  inches  outside 
of  the  gage  line  on  the  opposite  side  from  all  passages 
encountered  where  sudden  entrance  to  the  runway  from 
side  or  above  might  be  unsafe.  In  mining  work  trolleys 
have  been  placed  at  6  in.  above  the  locomotive  frame 
but  3  ft.  to  7  ft.  is  the  usual  range.  Mono-rail  track 
where  used  must  be  permanently  and  effectually  grounded. 
Main  feed  wires  must  be  protected  by  fuses  or  a  circuit- 
breaker  and  controlled  by  a  switch  in  accordance  with 
the  requirements  of  the  National  Board  of  Fire  Under 
writers.  This  switch  should  be  conveniently  located  near 
the  machine  to  be  operated.  Page  717. 

Collector,  Electric  Current.  A  device  for  receiving 
electric  current  on  a  car,  crane,  motor  or  other  electrical 
machine  having  a  motion  of  either  translation  or  rota 
tion  relative  to  the  supply  source  of  electricity.  It 
consists  of  a  brush  or  wheel  which  presses  against  and 
makes  sliding  or  rolling  contact  with  a  bare  energized 
wire  or  rail,  thus  serving  to  conduct  electricity  to  the 
moving  machine  from  the  stationary  source  of  electricity. 
Page  706. 

Two-wire  Transmission.  This  is  a  system  of  direct 
current  transmission  of  electricity,  now  in  common  use, 
by  which  current  flows  out  of  the  generators  over  one 
wire  to  the  motors  or  other  load  and  returns  over  the 
other  wire  to  the  generator.  The  outgoing  and  return 
wires  ordinarily  run  side  by  side  throughout  the  trans 
mission  and  distribution  system,  thereby  suggesting  the 
name  two-wire  transmission. 

Three-wire  Transmission.  This  is  a  system  of  direct 
current  transmission  of  electricity  in  which  three  wires 
run  approximately  side  by  side  as  transmission  wires, 
one  wire  being  at  a  potential  intermediate  between  the 
other  two.  A  load  connected  to  the  latter  wire,  called 
middle  wire,  and  to  either  one  of  the  other  wires  will 
have  impressed  on  it  about  half  of  the  voltage  which 
would  be  obtained  between  the  two  outside  wires.  As 
commonly  used  in  this  country  the  potential  change 
from  the  middle  wire  to  each  of  the  others  is  110  volts, 
the  outside  wires,  therefore  having  220  volts  potential 
difference.  This  system  permits  the  use  of  two  voltages 
when  both  are  desirable  for  varying  load  requirements 
and  further  makes  possible  a  saving  of  weight  in  trans 
mission  wire  if  the  loads  are  equally  balanced  between 
the  two  110-volt  circuits. 


148 


HOISTING  MACHINERY 

Cranes,    Hoists,    Derricks,    Telphers,    Cableways, 

Tramways,  Excavating  Machines,  Loading 

and  Unloading  Machines,  Winches, 

Trackage,   Accessories 


A  Treatise  on  the  Construction  and  Operation  of  Hoisting 

Apparatus  as  Used  in  Modern  Industry  for  Handling 

the  Products  of  Forest,  Field  and  Mine;  for  Loading 

and  Unloading  Materials  for  Transportation;  for 

Handling    Materials    in    Construction    Work; 

and    for    Handling    Raw    Materials    and 

Moving  the  Finished  Products  in 

Manufacturing  Plants 


By 

CHARLES  N.   WINTER 

Managing   Editor,   Carbuilder's  Cyclopedia,   Locomotive  Cyclcpedia;   Associate   Editor, 
Railway  Age;  Associate,  American  Society  of  Mechanical  Engineers 


Cranes 


T 


HE    ADVANTAGES    OF    CRANES    as    labor-saving    devices      chain    or    air    hoist,    and    handling    comparatively     light 
have   become    well    recognized   and   the   benefits   de-      weights,  to  the   four  or  six-girder  ladle  cranes  and   ingot 
rived   from  their  use  have  led   to   their  wide   appli-      stripping  cranes  and  the  general  purpose  cranes  with  box 
cation  in  the  shops  and  yards  of  industrial  plants,  in  rail-      or   lattice   type   girders   equipped    with   crane   trolleys   and 

hoists  capable  of  raising  300  to  400  tons  or  more. 

The  Bridge 

The  crane  bridge  or  girder  must  be  so  proportioned  that 
a  factor  of  safety  of  not  less  than  five  is  assured.     These 


road  and  marine  work  and  in  other  operations  where 
heavy  material  must  be  handled.  Ranging  in  character 
from  the  simplest  type  of  jib  crane  to  the  numerous  de 
signs  of  overhead  traveling  cranes,  locomotive  cranes  and 
the  various  modifications  and  combinations  of  such  types, 


and  being  used  in  all  of  the  basic  industries,  as  well  as  girders  may  be  formed  of  one  or  more  I-beams  for  cranes 
in  shipbuilding  and  cargo  handling,  in  railroad  work  and  of  short  span  and  light  loads;  of  box  section  formed  of 
in  warehouses,  it  can  be  said  that  modern  industry  is  steel  plates  and  angle  irons  or  channels;  or  of  I-beams, 


dependent  on  cranes  for  economical  operation. 

It  is  nut  only  essential  in  the  design  of  cranes  to  con 
sider  the  strength  of  the  structure  and  the  efficiency  of 
its  operation,  but  also  the  safety  of  the  operator  and  those 
working  in  the  vicinity.  Therefore,  in  crane  construction, 
only  those  materials  should 


Overhead    Traveling    (Hand     Power,     Power 
Operated);  Gantry   (Traveling,  Stationary). 

Jib;   Pillar;  Pillar- Jib;  Walking  Jib. 

Locomotive       (Steam,       Gasoline,      Electric) ; 
Wrecking;  Pile-Driver. 

Wharf:  Portal;   Semi-Portal;   Roof. 
Shipbuilding:   Hammerhead;   Portal;  Tower. 


channels,   or  angles  with   the  lattice  type  of  structure  for 
medium  or  wide  span  and  for  heavy  loads. 

It  is  desirable  that  all  girder  members  extend  the  full 
width  of  the  span  but  in  cranes  of  extremely  wide  span 
where  this  is  not  possible,  the  splices  must  be  so  placed 

and    so    reinforced    that   the 

be    used     which     fulfill     the       , , „„„„„„„ , „„„„„„„„ , ,,,„,„„ , maximum     strength     is 

cations  of  the  Amer 
ican  Society  for  Testing 
Materials,  or  of  the  As 
sociation  of  American  Steel 
Manufacturers,  and  the  de 
sign  of  parts  should  con 
form  to  accepted  engineer 
ing  methods.  The  Code 
of  Safety  Standards  for 
Cranes,  as  prepared  by  a 
sub-committee  of  the  Amer 
ican  Society  of  Mechanical 
Engineers  and  appearing 

in  another  part  of  this  book,  should  be  fully  complied  with. 
Desirable  features  of  crane  construction  are :  Maximum 
strength  with  minimum  weight ;  durability  and  accessibility 
of  the  wearing  parts ;  protection  of  wearing  parts  from 
dirt ;  efficient  lubrication ;  adequate  power  with  mobile 
starting  and  acceleration ;  and  simplicity  of  operation. 

As  in  the  selection  of  other  equipment,  the  service  re 
quired  determines  the  type  of  crane  to  be  installed.  It  is 
nhvinus  that  a  traveling  crane  should  not  be  installed 
where  the  work  to  be  done  consists  of  handling  material 

End  Truck  or  Carriage 

The  crane  bridge  rests  on  end  trucks  or  carriages  mounted 
on  flanged  wheels  which  travel  on  a  runway  or  track  se 
cured  to  the  building  in  which  the  crane  is  installed  or 
on  an  independent  structure  in  outdoor  installations. 

The  truck  frames  usually  are  built  up  of  structural  steel 
with  cast  steel  bearing  brackets  and  cast  steel  or  chilled 
cast  iron  truck  wheels.  They  are  attached  to  the  crane 
bridge  by  gussets  and  angle  irons.  Cast  steel  frames 
are  used  on  many  cranes  and,  when  so  designed  as  to 
provide  adequate  strength,  are  desirable  because  of  the 
elimination  of  many  of  the  bolted  or  riveted  parts  neces 
sary-  in  structural  work. 

The  type  of  construction  of  these  end  trucks  varies 
with  the  size  and  capacity  of  the  crane.  On  single  I-beam 
cranes  and  other  overhead  traveling  cranes  of  light  ca 
pacity,  the  end  trucks  each  consist  of  two  small  wheels 
mounted  in  suitable  bearings  of  the  pin  and  keeper  type 
and  spaced  by  a  simple  plate  or  channel  or  bv  cast  steel 


ob 
tained.  It  is  essential  that 
crane  bridge  girders  be  of 
such  construction  as  will 
resist  not  only  the  load 
stress,  but  also  the  trans 
verse  strain,  due  to  sudden 
starting  and  stopping,  and, 
in  outdoor  installations,  the 
wind  pressure  as  well.  The 
crane  bridge  should  be  pro 
vided  with  a  foot- walk  and 
hand-rail  to  insure  safe  and 
convenient  access  to  the 
bridge  for  inspection  and  maintenance  purposes. 

Many  cranes  of  the  lighter  capacities  are  controlled  from 
the  floor  but  those  of  heavy  capacities  are  provided  with 
an  operator's  cab,  usually  suspended  from  the  bridge,  in 
which  the  various  operating  devices  and  controllers  are 
installed.  The  cab  sometimes  is  attached  to  and  travels 
with  the  crane  trolley,  thus  keeping  the  operator  near  to 
the  work.  The  cabs  usually  are  enclosed  on  cranes  en 
gaged  in  outdoor  service. 


in  an  area  that  lies  within  the  radius  of  a  jib  or  a  boom  of 
a  reasonable  length.  Such  work  can  be  done  most  eco-. 
nomically  by  a  jib  crane  or  by  a  derrick. 

Overhead  Traveling  Crane 


The  overhead  traveling  crane  has  become  by  far  tho 
most  generally  used  in  industrial  plants  because  of  its 
adaptability  to  manufacturing  processes.  It  is  used  indoors 
or  outdoors  in  foundries,  steel  mills,  machine  shops,  power 
and  coaling  stations,  in  warehouses  or  storage  yards,  or  in 
any  industrial  work  where  the  lifting  and  moving  of 
heavy  materials  is  required.  Being  installed  on  an  ele 
vated  runway,  it  permits  the  use  of  the  entire  area  of 
floor  space  within  its  range  for  storage  or  for  manufactur 
ing  purposes,  and,  having  both  transverse  and  longitudinal 
motion,  it  will  reach  any  part  of  a  rectangular  room  or 
yard  in  which  it  is  possible  to  provide  the  track. 

Cranes  of  this  type  are  constructed  and  equipped  in  a 
great  many  wavs  for  a  wide  variety  of  uses,  ranging  from 


or   sometimes,   in     cranes   not   subjected   to   severe   service, 


the    single   girder   of   short    span    equipped    with   a    simple      cast  iron  side  frames.     These  trucks  are  operated  by  means 

155 


156 


HOISTING   MACHINERY 


CRANES 


157 


of  gears  operated  by  a  hand  chain,  or  by  an  electric  motor 
mounted  on  the  crane  girder. 

On  cranes  of  the  heavier  capacities,  the  truck  side  frames 
are  of  more  substantial  construction  and  range  from  the 
two-wheel  rigid  side  frame  type  to  the  compensating  or 
equalized  trucks  each  having  four  or  more  wheels  mounted 
in  bearings  of  the  pin  and  keeper  type  or  the  M.  C.  B. 
(Master  Car  Builders)  type.  These  trucks  are  propelled 
by  means  of  gears  operated  by  an  electric  motor  mounted 
on  the  crane  girder. 

Bridge  Drive 

The  crane  bridge  is  propelled  by  a  series  of  gears  secured 
on  the  end  trucks  and  on  a  shaft,  known  as  the  squaring 
shaft,  which  extends  across  the  bridge.  It  usually  is 
operated  by  a  chain  on  hand-power  cranes  and  by  an  elec 
tric  motor  mounted  on  the  bridge  on  power-operated 
cranes. 

The  squaring  shaft  is  supported  in  bearings  at  the  trucks 
and  at  intermediate  points  on  the  bridge.  It  carries  a 
pinion  at  each  end  which  meshes  with  a  gear  connected 
to  one  of  the  truck  wheels.  This  applies  power  to  both 
trucks  simultaneously  and  thus  propels  the  bridge  along 
the  runway  without  any  tendency  to  slew  and  bind  between 
the  rails. 

Another  type  of  bridge  drive  used  on  some  cranes  of 
light  capacity  is  operated  by  means  of  friction  cones. 
The  gears  are  located  on  one  end  of  the  bridge  and  the 
drive  shaft  is  rotated  in  either  direction  by  means  of  two 
friction  cones  which  are  brought  into  contact  with  a 
friction  disk  on  the  drive  shaft.  Bringing  the  cone  on 
either  side  of  the  disk  in  contact  permits  a  movement  in 
either  direction  without  reversing  the  motor.  This  effects  a 
considerable  saving  in  electric  power  as  it  is  not  necessary 
to  stop  and  reverse  the  motor  in  order  to  reverse  the  travel 
of  the  bridge. 

Stops  of  a  height  not  less  than  one-half  the  diameter 
of  the  truck  wheel  are  provided  at  suitable  points  on 
the  runway  to  prevent  the  crane  running  too  far  and 
running  off  the  rails  or  damaging  the  building  at  the  end 
of  the  runway. 

The  speed  with  which  the  bridge  is  to  travel  must  be 
determined  by  the  service  for  which  it  is  designed.  It 
should  vary  from  about  25  ft.  to  40  ft.  per  minute  when 
used  to  handle  molds  in  foundries  or  for  other  work 
requiring  careful  handling  without  jolting.  For  other 
service  where  the  material  is  not  fragile  and  speed  is 
essential  to  economical  operation  the  bridge  travel  may 
range  upward  to  a  speed  of  approximately  400  ft.  or  more, 
per  minute. 

On  practically  all  modern  cranes  of  the  heavier  capaci 
ties  the  bridge  motor  is  located  at  the  center  of  the  span 
and  thus  distributes  the  torsion  equally  on  the  squaring 
shaft.  This  is  preferable  to  having  the  motor  at  one 
end  as  is  done  in  some  cases.  The  gearing  should  be 
enclosed  in  a  dirt  and  oil-proof  case.  This  is  an  important 
factor  in  crane  maintenance,  particularly  in  foundries  or 
similar  industries  where  there  is  considerable  dust  or  in 
paper  mills  or  any  other  industry  where  oil  drippings  might 
damage  the  material  being  handled. 

The  Trolley 

The  crane  trolley  must  be  of  a  type  and  capacity  suitable 
to  the  service  required.  Trolleys  designed  for  use  on 
overhead  traveling  cranes  having  a  single  I-beam  girder 
may  be  a  simple  traveler  having  two,  or  four,  or  more, 
wheels  which  travel  on  the  top  or  on  the  bottom  flanges 
of  the  beam.  They  may  be  pulled  by  hand,  or  may  be 


geared  and  operated  by  means  of  a  rope  or  chain,  or  by 
an  electric  motor  controlled  by  the  operator  from  the 
floor.  Pneumatic  and  steam-hydraulic  methods  also  are 
being  used  successfully  in  foundries  or  other  indoor  opera 
tions  to  operate  such  crane  trolleys. 

On  cranes  having  two  or  more  girders  in  the  bridge 
structure,  the  trolley  is  mounted  on  side  trucks  similar 
to  those  used  to  carry  the  crane  bridge.  These  trolley 
trucks,  as  they  may  be  termed,  generally  travel  on  top 
of  the  girders.  They  are  operated  by  an  electric  motor 
mounted  on  the  trolley  itself,  sometimes  being  controlled 
from  the  floor,  or,  in  traveling  cranes  of  the  larger 
capacities,  from  an  operator's  cab.  For  special  service 
requirements  many  cranes  are  equipped  with  trolleys 
having  more  than  one  hoisting  drum  or  with  two  trolleys 
having  independent  control,  thus  providing  hoists  at  widely 
separated  points  on  the  bridge  so  that  both  hoists  may 
be  used  to  handle  long  objects  or  may  be  used  as  indi 
vidual  hoists  for  other  purposes. 

The  various  types  of  trolleys  used  on  overhead  traveling 
cranes  are  described  in  this  book  in  the  chapter  on  crane 
trolleys. 

Hoisting    Mechanism 

On  hand-power  overhead  traveling  cranes,  the  hoisting 
apparatus  usually  is  a  chain  hoist  rigidly  connected  to 
the  trolley  or  suspended  from  it  on  a  hook.  Sometimes 
pneumatic  or  electric  hoists  are  used  on  cranes  on  which 
the  bridge  is  operated  by  hand-power.  These  hoists  are 
described  in  the  chapter  on  hoists. 

The  hoisting  mechanism  used  on  cranes  of  heavy  capacity- 
is  installed  on  the  trolley  carriage  and  has  one  or  more 
hoisting  drums  and  trains  of  gears  and  is  operated  by 
one  or  more  motors  mounted  on  the  trolley.  The  chapter 
on  crane  trolleys  describes  such  hoisting  mechanism  in 
detail. 

Brakes 

Power  operated  overhead  traveling  cranes  arc  equipped 
with  a  mechanically  operated  bridge  brake,  or  foot  brake, 
to  control  the  travel  and  with  both  a  mechanical  and  an 
electrical  load  brake  on  the  hoisting  mechanism. 

The  bridge  brake  may  be  of  the  band  type  acting  on  a 
drum  on  the  squaring  shaft;  of  a  clamp  or  clam-shell  type 
acting  on  a  drum  on  the  motor  armature  shaft  extension ; 
or  of  the  friction  disk  type  acting  directly  on  the  bridge 
motor  pinion. 

The  mechanical  load  brake  may  be  of  the  multiple  disk 
type;  of  a  combined  disk  and  flexible  band  type,  both 
operating  in  an  oil  bath ;  or  of  a  coil  type  acting  on  a 
continuous  shaft.  When  the  crane  trolley  is  operated  by 
a  direct  current  motor,  a  dynamic  brake  may  be  used. 

An  electrical  brake  of  the  solenoid  type  is  usually  also 
provided.  This  brake  is  not  intended  to  control  the  load, 
though  it  should  have  sufficient  power  to  do  so  in  an 
emergency,  but  it  insures  positive  stoppage  and  control 
of  the  hoisting  motor  when  the  current  is  cut  off,  either 
intentionally  or  through  accident  and  thus  will  hold  the 
load  suspended. 

The  various  types  of  bridge  and  load  brakes  are  de 
scribed  in  the  chapter  on  crane  details  and  trolleys. 

Electrical  Equipment 

Electric  overhead  traveling  cranes  may  be  operated 
either  by  direct  current  or  by  alternating  current  motors 
of  slow  speed  types  designed  especially  for  crane  service. 
The  modern  crane  usually  has  three  motors — one  installed 
on  one  of  the  bridge  girders  and  used  to  propel  the  bridge 
along  the  runway,  and  two  motors  mounted  on  the  trolley 
carriage — one  to  propel  the  trolley  itself  across  the  bridge 


158  HOISTING    MACHINERY 

and  the  other  to  operate  the  hoisting  drum.     Some  crane  crane  ^events  o^ ^hrn  •^.^pUtform  7^^°^'^ 

trolleys  have  an  auxiliary  hoisting  drum  operated   by  the  should  be  at  least  six   feet  six   inches   (6'  6")   below  the  bottom 

same  motor  as  the  main  hoist  but  usually  additional  motors  of^he  ""[^  '^^  b?  placed  across  the  ends  of  the  trolleys 

are  used  when  the  crane  is  equipped  for  automatic  bucket  at  right  angles  to  the  bridge  walks.     When  so   placed  they  shall 

,  .  ,                                       ,,  be    not    less    than    twelve    (12)    inches    in    width, 

operation  or  in  other  work  which  requires  more  than  on.  n      Footwalks   shal,   be   of   substantial   construction   and   rigidly 

independent   hoisting   drum.  braced. 

TI_        i      ,                                       raA  f^  nnfrilf  tVi^  /-ran**  mntnr<;  12.     No    openings    shall    be    permitted    between    the    bridge    foot- 

The  electric  current  required  to  operate  the  crane  mot  wa,ks  and   t£e  cr|ne  gir(Jer     'when  wire  mesh   js  used  £   cover 

is  taken,  by  sliding  contact,  from  a  line  installed  on  the  such  openings  the  mesh  opening  must  not  be  greater  than  one- 
crane  runway.  Wires  installed  on  the  bridge  conduct  'a,3  '^''footwalk  shall  have  a  standard  metal  railing  and  toe- 
the  current  direct  to  the  bridge  motor  and  to  the  trolley  guard  at  all  exposed  edges  wherever  practicable. 

1-1-                                ,vr,    <.!,„    I;,..     „,,    fi.~    Kr-irto-n  14.     ^*ot    less    than    twelve    (12)    inches    actual    clearance    should 

motors  by  a   sliding  contact  with  the  line   on  the  bridge.  be   allowed   between    highest   point   Of   a   crane   and   the   overhead 

The  electric  wiring,  both  on  the  runway  and  on  the  bridge,  trusses,    and    not    less    than    two    (2)    inches    between    any    part    o« 

..     ,     .  the    crane    and     building,     column,     or     other    stationary     structure. 

must    be    effectually    insulated    and    should    be     installed    in  Where    there    are    more   than    two    crane    runways    in    parallel    there 

•*i_      »i         TT    j            •»„     >      XT.,*;    ,,ol      trWtt-.Vol  should    be    a    clearance    of    not    less    than    twenty-four    (24)     inches 

accordance    with     the     Underwriters      -National     tlectrical  between   the   extremities  of   the   cranes. 

Code.  15.     Means    of    escape    shall    bs    provided    for    operators    of    hot- 

The  switches  preferably  are  automatically  controlled  by  met?    "ancs' 

16.  I  he   operators   cage   shall  be   located  at  a   place    from   which 
means     of     a     magnetic     controller     but     may     be     manually  signals    can    be    clearly    distinguished    and    be    securely    fastened    in 

,       ~.                     i,                 ,    .i             -,    11          j      i        ij    u~  place   and   be  well  braced,  to   minimize   vibration.      It  shall  be   large 

operated.     The  controllers  and  the  switchboard   should   be  cnough   lo  aiiow  ample  room   for   the  control   equipment  and   the 

located    in    the    cab    or    the    building    within    easy    reach    of  operator.       The    operator    shall    not    be    required    to    step    over    an 

open    space    of    more    than    eighteen    (18)    inches    when    entering    or 

the   crane   operator.  leaving    the    crane.      A    pail    filled    with    sand    or    an    approved    fire 

extinguisher    shall    be    carried    in    the    crane    cage    for    use    in    case 

.  of   fire. 

17.  A    foot    or    hand-operated    gong,    or    other    effective    warning 
The    various    hooks,    magnets,    buckets,    blocks,    sheaves  signal,   sha11   be   P,lac,ed  i11   a   location   convenient   to   the   operator 

una    DC    securely    listened. 

and   hoisting   rope   and    other   accessories    used   with   over-  18.     Ladle  and  other  cranes  subjected  to  heat  from  below  should 

head  cranes  are  described  elsewhere  in  this  book.  a'nF  pfaced^n^'fesf'Sn "sfx  '(!)   inche^^'tlj i^ttom Vlhe 

floor    of    the    cage. 

_                    rr-irr-ii-ir/~>  I9-     The    cages    of    cranes    hereafter    erected    shall    be    of    fire- 

Code  or  Safety  Standards  for  Cranes  resisting  construction. 

20.     All  gears  on  cranes  hereafter  erected  shall  be  provided  with 

Prepared    by    the     American    Society     of     Mechanical  ^deard,.f"t:|Jd1s'    Th'S  provision  should  "PP'y  to  a11  existing  cranes 

Engineers   Sub-Committee  on  the   Protection  21.     No    overhung    gears    shall   be    used    unless    provided    with    an 

of   Industrial   Workers  effective  means  of  keeping  them  in  place,  and  keys  shall  be  secured 

in   an   approved    manner    to   prevent   the   gears    from   working    loose. 

The  word  "SHALL"  where  used  is  to  be  understood  as  0f2fhafts"Pr°teCted   keyS   sha"   "Ot   be    'ef'   projecting   from   ends 

mandatory  and  "SHOULD"  as  advisory.  23.     The   construction    of   the   crane   shall  be   such    that   all   parts 

The  following  Standards  apply  to  cranes  which  are  regu-  may  be  safely  lubricated  when  the  crane  is  not  in  operation. 

...                                                          ....  24.     The    installation    of    the    switchboard,    wiring,    and    all    elec- 

larly  used  in  and  form  part  ot  a  permanent  industrial  plant.  trical    equipment    must    fully    comply    with    the    safety    regulations 

Tn   ortHitinn   i r,   KWtri/-   Trni-olinn-  Troupe     tlipco   r»ir,i1  ? tlr,n c  °'   tlle   United   States    Bureau   of    Standards  and   the   fire-prevention 

Cranes,   °                            DI1S  regulations    of   the    National    Board    of    Fire    Underwriters. 

arc    to    cover    Jib    Cranes,    Monorail    Cranes,    Hand    Power  25.     There    shall    be    a    main-line    switch     or    its     equivalent    so 

Cranes,  and  other  hoisting  apparatus  of  a  similar  nature,  in  fST'ma'y  be Tocked  fn  ^ToWnTo^for^Son^nfe^tTn^Tock1 

SO   far  as  the   various   sections  apply  able   means   should   be   provided   on   the   floor   for  cutting  the   power 

.   .                                                                       .  from    any    part    of    the    crane    structure. 

ine    provisions    ot    all    Safety    Standards    issued    by    the  26.     Open-type  controllers  shall  have  an  asbestos-lined  steel  guard 

Society  shall  apply  in  cases  not  specifically  covered  herein.  ove,r  the  movable  contact  parts    both  to  protect  the  operator's  eyes 

.            tr       i  and   *°    Prevent   articles    from    falling   on    contact   parts. 

Employees  shall  not  remove  or  make  ineffective  27.     A   hoist-limiting   device   should   be   provided   for   each   hoist. 

any   safeguards   except    for   the   purpose    of   making   repairs,  28.     Suitable    brakes    shall    be    provided    for   the   hoist   and   bridge 

i         f                                                                                                             .  travel.      Each    hoist    shall    be    equipped    with    effective    brakes    which 

and  safeguards  so  removed  shall  be  replaced  when  repairs  shall  be  capable  of  sustaining  at  least  two  (2)  times  the  full  rated 

are  completed.  load- 

29.     The   drums   on   cranes   hereafter   erected   shall   have   a   flange 

1-,.                   _,            v           —  at  each  end  to  prevent  the  ropes  from  getting  off  the  drum,  and  be 

Electric     1  raveling   LranCS  so  designed  that  there  will  be  not  less  than  two  full  wraps  of  hoist 
ing  cable  in  the  grooves  when  the  hook  is  at  its  lowest  position. 

General   Construction  .  30.     The  hook  block  shall   be   of  a  type   so  arranged   that   it   will 

lift  vertically   without  twisting.     The   hook  should  be  provided  with 

roper    provisions    for    strength    shall    be    made    for    all    parts  a    handle    and    should    be    painted    white 

r^rto"ti-gUteU^ure0^ht-?eS.Shah  ,„'  > -^^  -aves  f  shall  ^^rote.ed,^  close-fitting    guards, 

^^^S^:^^!^^^^  -SJ^J^SalW^SSPSi,  S«£    'goth'trS 

the    material    used                                                          ultimate    strength    of  whee,    and    tr?1,ey    bumpers    should    be    fastened    to    the    girder    and 

(a)   All    gears,    and    complete    hoisting    mechanism,    factor    of    not  ""'  h'°   'K  "'I8'  „   "umpe,rs  sha11   be   built   up   of   plates  and   angles' 

less   than    eight    (8).  ir   cast   steel- 

)   All    other    parts,    factor    of    not    less    than    five    (5).  33.     Truck    fenders    shall    be    installed    which    extend    below    the 

.     Calculations    for    wind    pressure    on    outside    cranes    shall    be  toP  of  'he   rail  and  project  in   front  of  all  bridge  and  trolley  track 

based   on    not   less   than   thirty    pounds   per    square   foot   of    exposed  wheels,  and  shall  be  attached  to  the  trolley  or  the  bridge  and  frame. 

They    shall    be    of    a    shape    and    form    that    will    tend    to    push    and 

.  4.^  Cranes   should   be   of  what   is  known   as   "All    Steel   Construe-  ra'Se  a  man's  hand>  arm'  or  leg  off  the  rail  and  away   from  wheel- 

«°  h^uTcc"  should  be  "?ed  except  for  such  parts  as  drums,  34.     Heavy    safety    lugs    or    brackets    shall    be    placed    on    trolley 

ind    m?;u    h          ''         V     ,    >    'r.°n  •,           n0t    be    Used    for    trolley  frames    and    brid8e    end    carriages,    to    limit    drop    to    one    inch    or 

±bu«ibkleh°i^l"Shiuld    be    u«dC    °r    COmpreSS've    Stress-      No  less    if   a    wheel    or   axle    should    break. 

_5      All   bolts    should    be    of   the    through    type,    and    be    equipped  i,  ?5;    -A    Capacity    plate    showing    the    maximum    capacity    of    each 

with    approved    lock   nuts    or    lock    washers  hoist    in    pounds    shall    be    placed    on    each    crane    girder    in    such    a 

f,      Whpr  manner    as    to    be    clearly    legible    from    the    floor, 
o.     Where   acce  s  to   the  crane   is   necessary,   steps   or   stairs   with 

hand   rails  should   be  used.  36.     A  metal   tool  box  or  receptacle  shall   be  peimanently  secured 

7.     Platforms    should    be    provided    for    changing    and    rcnairinu  in    tbe   cage    or   on   tlle    runway    for    the   storing   of   oil   cans,    tools, 

truck    wheels   on    end    trucks   and    have    stairway*    leading   to    them  etc' 

A   platform   or   footwalk  to   give   access  to  the  crane   shall  b-  3^'     '^'le    tro"ey    should    be    completely    floored. 


CRANES 


159 


(£>)  The  caae  shall  be  enclosed  and  of  fire-resisting  construction; 
there  shall  be  windows  on  three  sides  of  the  cage,  and 
windows  in  the  front  and  the  side  opposite  the  door 
shall  be  the  full  width  of  the  cage. 

(c)  The   floor  of  the  cage  on   outdoor  cranes  should  be  extended 

to  an  entrance  landing  which  shall  be  equipped  with  a 
handrail  and  toeguard  of  standard  construction. 

(d)  Where    there    are    no    members    over    the    crane    suitable    for 

attaching  blocks  for  repair  work,  a  structural-steel  out 
rigger  should  be  arranged  on  the  crane  of  sufficient 
strength  to  lift  the  heaviest  part  of  the  trolley. 

39.  All    gantry    cranes  should   be   equipped   with   automatic   warn 
ing   signals. 

40.  The    truck    wheels    of    gantry    cranes   shall    be    provided    with 
guards    or    fenders. 

Operation  of  Cranes 
Rules   for    Operators 

101.  Cranes  shall  be  operated  only  by  regular  crane  operators, 
authorized  substitutes  who  have  had  at  least  two  weeks'  experience 
and  train  ing  under  the  supervision  of  a  competent  operator,  crane 
repairmen,  m  inspect or;  no  one  else  should  enter  a  crane  cage. 


also    lock   the   crane   in   a   secure   position   to    prevent    it    from   being 
blown    off   or   along   the   track   by   a   severe   wind. 

123.  No    person    shall    be    permitted    to    operate    a    crane    who 
cannot    speak    and    read    the    English    language,    or    who    is    under 
eighteen    (18)    years    of    age. 

124.  No    person    shall    be    permitted    to    operate    a    crane    whose 
hearing     or     eyesight     is     defective,     or     who     is     suffering     from 
In-art      disease      or      other      ailments      that      might      suddenly      in 
capacitate    him.     A    physical    examination    is    required    at    least    once 
each     yrai . 

Rules  for  Floormen 

201.  Floormen    shall    give    all    signals    to    the    operator.      Signals 
pi  <  tci  ably    manual    should    conform    to    the    illustrated    cods    given 
in    l-'ig.    1. 

202.  Floormen    shall   be   responsible    for   the   condition   and    selec 
tion   of  all   hoisting  accessories  and   for   all   hitches  and  slings. 

J03.  Before  the  operator  moves  a  crane  upon  which  an  empty 
chain  sling  is  hanging,  the  floorman  should  hook  both  ends  of 
the  sling  to  the  block. 

204.  Floormen  where  necessary  should  walk  ahead  of  a  mov 
ing  load  and  warn  people  to  keep  clear  of  it.  They  shall  see 


HOIST—  Miike    small 
horizontal       circles 
with       the       linml, 
holding     the     fore 
arm    in    a    vertical 
position    and    fore 
finger    ox  tended. 

RACK—  Jerk  hand  in 
direction    of    rack 
ing,   with   arm  ex- 
tcmleti,    hand    Just 
above    hip,    finders 
closed,    thumb    ex 
tended     horizontal. 

STOP—  Hold   position 
rr_  ill.      with      arm 
extended  and  hand 
level  with  the  hip. 

LOWKR    —    Wave 
forearm    downward 
with    arm    extend 
ed,       hand       below 
the    hip    and    palm 
downward 

TKAVKL    —    W 

fiin'jiriii  vertical 
ninl  hand  nj  "-n 
with  palm  in  di 
rection  of  travel, 
wave  forearm  in 
direction  of  tra vd 


EMERGENCY 
STOP— Move  band 
quickly  to  right 
and  left  with  arm 
>'\  tt-mled,  band 
level  with  the  hip 


Illustrated   Co<le   of   Manual   Signals   for   Crane   Operation 


102.  Hands   Miall   be   kept    free   when    going   up  and   down   ladders. 
Articles   which   are   too   large   to   go   into   pockets  or   belts   should   be 
lifted   to   or    lowered   from   crane   by   hand   line    (except  where   stair 
ways    are    provided). 

103.  Cages    shall    be    kept    free    of    clothing    and    other    personal 
belongings.      Tools,   extra    fuses,   oil   cans,    waste,   and    other   articles 
necessary   in   the  crane   cage   shall  be  stored  in  a  tool  box,  and  not 
left    loose    on    or   about   crane. 

104.  The   operator   shall    familiarize   himself   fully   with    all   crane 
rules   and    with   the    crane    mechanism   and   its    proper    care.      If   ad 
justments   and    repairs   are    necessary,    he   shall    report    the    facts   at 
once    to    the    proper    authority. 

105.  The    operator    should    not    eat,    smoke,    or    read    while    on 
duty   nor   operate   the   crane   when   he  is  physically   unfit. 

106.  The    operator   or   some   one   specially    designated   shall    lubri 
cate   all    working   parts   of   the   crane. 

107.  Cranes   shall   be   examined   daily   for    loose   parts   or   defects. 

108.  Cranes   shall   be   kept   clean. 

109.  Operators    shall    avoid,    as    far    as    possible,    carrying    loads 
over    workmen;     this    must    be    absolutely    avoided    when    carrying 
molten    metal    or    when    using    a    magnet. 

110.  Whenever  the  operator  finds  the  main  or  emergency  switch 
open,  h?  shall  not  close  it,  even  when  starting  on  regular  duty,  until 
he   has    made   sure   that   no    one   is   on    or   about  the   crane,   and   he 
shall     iidt     oil     or     repair     the     crane     unless    the     main     switch     is 
locked    open. 

111.  Before    closing    the    main    switch,    the    operator    shall    make 
sure  that   all   controllers  are   in    "OFF"   position. 

112.  If  the  power  goes  off,  the  operator  shall  immediately  throw 
all  controllers  to  "OFF"  position  until  the  power  is  again  available. 

113.  When    1  saving   the   cage,    the    operator   shall   throw    all   con 
trollers  to  "OFF"   position  and  open  the  main  switch-  ( 

114.  The  operator  should  not  reverse  a   motor  until  it  has  come 
to    a    full   stop,    except    to    avoid    accidents. 

115.  The  operator  shall  pay  special  attention  to  the  block,  when 
long   hitches   are    made,   to   avoid   tripping   the   limit   switch    or    run 
ning    the    block    upon    the    drum. 

1 1 6.  The    operator    shall    recognize    signals    only    from    the    one 
man    who    is   supervising   the   lift.      Operating   signals   should    follow 
an     approved     standard;     they     should     be     manual,     never     verbal. 
Whistle   signals  may  be  used  where  one  crane  only  is  in  operation. 

117.  Before  starting  to  hoist,  the  operator  shall  place  the  trolley 
directly    over    the    load    to    avoid    swinging    it    when    being    hoisted. 
This     precaution     is     especially     important     when     handling     molten 
metal. 

1 1 8.  The    operator    shall    not    make    side    pulls    with    the    crane 
except    when    especially    instructed   by    the   proper   authority. 

1 1 9.  \Vh  ?n     handling     maximum     loads,     particularly     ladles     of 
molten    metal,    the    operator    shall    test    the    hoist    brakes    after    the 
load    has    been    lifted    a    few    inches;    if    the    brakes    do    not    hold, 
the    load    should    be    lowered    at    once    and    the    brakes    adjusted    or 
repaired. 

120.  Bumping     into     runway     stops     or     other     cranes     shall     be 
avoided.      When    the    operator    is    ordered    to    engage    with    or    push 
other    cranes,    he    shall    do    so    with    special    care    for    the    safety    of 
persons    and    cranes. 

121.  When    lowering    a    load,    the    operator    shall    proceed    care 
fully   and   make   sure   that   he   has   the   load    under   safe  control. 

122.  If    the    crane    is    located    out    of    floors,    the    operator    shall 


that  the  load  is  carried  high  enough  to  clear  all  obstructions. 
Permanent  high  obstructions  should  be  distinctively  painted  or 
otherwise  marked. 

205.  Floormen    shall    notify    the    foreman    in    advance    when    an 
unusually    heavy    load    is    to    be    handled. 

206.  Floormen    shall    not    ride    or    allow    others    to    ride    on    the 
hook    or    load. 

Rules  for  Repairmen 

301.  Repairmen    should    have    a    crane    tlint     is    to    be    repaired 
run    to   a    location    where    the    repair   work    will    least    interfere   with 
other    cranes    and    with    operations    on    the    floor. 

302.  Before  starting  repairs,   repairmen  shall  see  that  all  control 
lers  are  thrown  to  "OFF11  position;  that  main  or  cmeigency  switches 
are   opened;   one   of  these   shall   be   locked. 

303.  Repairmen   shall  immediately   place  warning  signs  or  "OUT 
OF  ORDER"  s.gns  on  a  crane  to  be  repaired  and  also  on  the  floor 
beneath.      If    other    cranes    are    operated    on    the    same    runway,    they 
should   also   place   rail   stops   at   a   safe   distance   or    make   other   safe 
provision. 

304.  When    repairing    runways,    repairmen    shall    place    rail    stops 
and   warning  signs  or  signals  so  as  to  protect  both  ends  of  the  sec 
tion    to    be    repaired. 

305.  Repairmen    shall    take    care    to    prevent    loose    parts    from 
fall  "tig    or    being    thrown    upon    the    floor    beneath. 

306.  Repairs   shall    not    be    considered    complete    until    all    guards 
and  safety  devices  have  been  put  in  place  and  the  block  and  tackle 
and    other    loose    material    have    been    removed. 

Hand-Power  Cranes 

Hand-power  traveling  cranes  are  particularly  applicable 
to  light  or  infrequent  service  in  foundries,  machine  shops, 
I'Mginc  rooms  and  other  places  where  speed  of  operation 
is  not  required. 

The  bridge  of  such  a  crane  generally  is  constructed 
either  of  a  single  or  a  double  standard  I-bearn  girder,  or 
a  special  Bethlehem  beam.  A  single-web  or  a  box-girder 
bridge  is  used  for  some  cranes  of  this  type  when  designed 
for  special  heavy  service.  The  bridge  is  mounted  on  two- 
\\hecl  end  trucks  propelled  by  means  of  gears  attached 
to  one  wheel  or  to  an  axle  extension  on  each  end  truck 
and  to  the  squaring  shaft.  The  power  is  applied  by  means 
of  an  endless  chain  running  over  a  sheave  usually  keyed 
to  the  squaring  shaft  or  in  some  cases,  to  a  separate 
sheave  shaft,  and  is  operated  by  hand  from  the  floor. 

Single   Girder   Cranes 

On  single  girder  cranes,  the  trolley  either  has  only  two 
wheels  and  travels  on  top  of  the  beam  or  has  two  or 


160 


HOISTING    MACHINERY 


CRANES 


161 


more  wheels  on  each  side  of  the  beam  and  travels  along 
the  lower  flange  of  it.  Usually  the  trolley  is  equipped 
with  gearing  and  is  propelled  across  the  bridge  by  means 
of  hand  chains,  but  on  some  cranes  of  very  light  capacity 
the  trolley  is  a  simple  traveler  and  is  moved  by  pulling 
or  pushing  on  the  load. 

The  hoisting  apparatus  on  hand-power  cranes  of  the 
lightest  capacities  usually  consists  of  a  chain  block  or 
hoist  which  may  be  permanently  attached  to  the  trolley 
or  may  be  suspended  from  it  by  a  hook.  Air  hoists  are 
sometimes  used  but  the  difficulty  of  protecting  a  flexible 
air  line  makes  this  objectionable  for  a  traveling  crane. 
The  bridge  may  be  wired  and  an  electric  hoist  used  on 
these  cranes,  the  hoist  being  either  suspended  from  the 
trolley,  or  permanently  attached  to  it. 

The  span  and  capacity  of  single  girder  cranes  is  limited 
and  they  seldom  are  installed  where  a  span  of  more  than 
30  ft.,  or  a  capacity  of  more  than  10  tons  is  required.  A 
crane  of  this  type,  equipped  with  a  hand  chain  bridge 
drive  and  a  chain  hoist,  may  be  utilized  in  foundries  for 
handling  flasks,  in  machine  shops  for  handling  heavy  parts, 
or  in  any  other  light  intermittent  service  in  industrial 
plants  or  in  power  plants. 

When  the  headroom  is  limited,  a  crane  of  the  under- 
slung  type  may  be  used.  On  a  crane  of  this  design,  the 
bridge  is  suspended  from  four-wheel  trucks  which  travel 
on  the  lower  flanges  of  an  I-beam  runway.  The  squaring 
shaft  may  extend  through  the  truck  side  frames  and  form 
the  axle  for  one  wheel  on  each  truck.  It  usually  is  pro 
pelled  by  a  hand  chain  drive,  and  equipped  with  a  chain 
driven  geared  trolley  hoist  and  can  be  used  in  any  light 
service. 

Two-Girder  Cranes 

On  hand-power  cranes  of  two-girder  bridge  construc 
tion,  the  trolley  is  a  carriage  or  truck  of  the  four-wheel 
type  traveling  directly  on  top  of  the  beams  or  on  T-rails 
laid  on  the  beams.  Such  trolleys  are  equipped  with  a 
hoisting  drum  connected  with  a  series  of  gears  and  are 
operated  from  the  floor,  by  means  of  an  endless  chain. 
Other  trolleys  of  this  type  are  provided  only  with  means 
of  traversing  the  bridge  and  are  equipped  with  an  ordinary 
chain  block  suspended  from  it  by  means  of  a  hook;  or 
with  an  electric  hoist  controlled  from  the  floor ;  or  with 
an  air  hoist. 

When  hand-power  cranes  of  this  type  are  to  be  used 
\\here  the  headroom  is  limited  the  bridge  is  either  under- 
slung  on  the  end  trucks  or  the  operating  gear  is  attached 
to  the  bridge  at  one  end  and  the  crane  is  operated  by 
chains  or  by  hand  cranks  located  in  a  suspended  cage  or 
cab.  In  such  designs  the  hoisting  rope  passes  over  guide 
sheaves  on  a  plain  trolley  which  is  racked  across  the 
bridge  by  means  of  chain  gearing  operated  by  hand  power 
installed  at  a  convenient  point. 

Other  cranes  of  this  type  have  a  side  platform,  extending 
the  full  length  of  the  bridge,  from  which  the  crane  is 
operated  by  means  of  hand  cranks. 

Another  method  of  operation  is  to  install  the  hoisting 
mechanism  on  a  pendant  structural  frame  within  reach  on 
the  floor  and  to  operate  it  by  hand  cranks. 

Two-girder  hand-power  traveling  cranes  range  in  capa 
cities  up  to  30  or  40  tons  and  to  about  60  ft.  span,  but 
when  a  considerable  amount  of  work  is  to  be  done  and 
electric  current  is  available,  it  is  advisable  to  install  a 
crane  with  complete  electrical  operation  for  service  heavier 
than  about  10  tons.  The  greater  speed  of  operation  thus 
obtained  will  result  in  more  efficient  service. 

The  approximate  relative  proportions  of  two-girder  hand- 


power   overhead   traveling   cranes   as    determined   by    good 
engineering  practice  are  given  in  the  following  table: 

HAND-POWER    CRANES 


Capacity, 
Tons 
5 

ft8* 
30 

in 
In. 

0 

Max. 

wheel       1 
load  (Ib.) 
8,000 

.Veight  <ii 

rail  (Ib.) 
25 

Girder 
Beth  beam 

5 

60 

0 

10.600 

25 

Single  web  girder 

10 

30 

0 

13,500 

30 

Betn  beam 

10 

60 

0 

16,000 

30 

Single  web  girdi  r 

15   . 

.      30 

n 

19,600 

40 

Beth  beam 

15  

.      60 

0 

23,000 

40 

Single  web  girder 

20 

30 

o 

24,600 

50 

Beth  beam 

20 

.  .      60 

0 

28,!   ii 

55 

Single  web  girder 

25   .  . 

.  .  .  .      30 

0 

31,300 

55 

Beth  beam 

25  

.      60 

0 

33,800 

60 

Single  web  girder 

30  

...      30 

n 

37,500 

to 

Beth  beam 

30.  .  . 

.      60 

0 

40,000 

60 

Single  web  girder 

Power-Operated   Overhead   Cranes 

The  use  of  electrically  operated  overhead  traveling  cranes 
has  become  quite  general  and  where  electric  current  is 
available  other  power  rarely  is  used.  Such  cranes  are 
made  in  capacities  ranging  upward  to  more  than  400  tons 
and  when  a  considerable  amount  of  work  is  to  be  done 
they  are  preferable  to  hand-power  cranes.  They  are  made 
in  two  types,  the  floor-controlled  type  in  which  the  motors 
are  controlled  from  the  ground  by  means  of  pendant  con 
trol  cords ;  and  the  cab-controlled  type  having  the  various 
switches  and  controllers  installed  in  the  operator's  cab. 

Floor-Controlled  Type 

When  the  distance  which  the  load  must  be  moved  is  not 
great,  a  floor-controlled  crane  may  be  used  to  advantage. 
The  operator,  being  on  the  ground  near  the  work,  can 
move  the  load  as  desired  without  recourse  to  signals  and, 
where  constant  service  is  not  required,  the  crane  can  be 
operated  by  anyone  engaged  in  the  work  in  progress,  thus 
eliminating  the  expense  of  having  a  special  crane  operator. 
For  some  classes  of  work  requiring  very  careful  handling, 
such  as  moving  and  placing  molds  in  a  foundry,  a  floor- 
controlled  crane — having  the  foundry-control  feature — is 
preferable  to  a  cab-controlled  crane. 

This  type  of  crane  may  be  of  the  single  girder  type  with 
the  bridge  motor  installed  at  one  end  of  the  bridge  or 
in  the  center  and  controlled  from  the  floor.  The  trolley 
usually  is  of  the  four-wheel  type  having  roller  bearings 
and  running  on  the  lower  flanges  of  the  I-beam  girder. 
It  may  be  propelled  across  the  bridge  by  hand  or  be 
operated  by  electric  power.  An  electric  hoist  may  be 
connected  to  the  trolley  and  operated  from  the  floor  by 
means  of  the  pendant  controller  cords. 

Another  modification  of  the  floor-controlled  type  of 
crane  has  a  controller  platform  suspended  near  the  center 
of  the  bridge,  with  pendant  controller  cords,  the  operator 
walking  underneath  alongside  of  the  work.  Such  a  crane 
can  be  utilized  for  handling  steel  parts,  or  iron  castings; 
for  handling  shop  equipment ;  or  in  any  other  similar 
service. 

Cab-Controlled  Type 

Electric  overhead  traveling  cranes  of  medium  and  heavy 
capacities  generally  are  equipped  with  an  operator's  cab 
suspended  from  the  bridge,  usually  at  one  end,  though 
sometimes  located  near  the  center.  The  various  switches 
and  controllers  are  installed  in  the  cab  within  easy  reach 
of  the  operator.  Three-motor  cranes  are  most  commonly 
used  but  for  special  requirements  as  many  as  eight  motors 
are  installed. 

A  cab-controlled  electric  overhead  crane  designed  for 
light  work  is  useful  in  the  core  room  of  a  foundry.  A 
crane  for  this  purpose  may  be  made  with  a  girder  con 
sisting  of  a  single  I-beam  having  a  short  span  and  a  capacity 
of  about  2  tons.  The  bridge  motor  may  be  carried  at  the 


162 


HOISTING    MACHINERY 


CRANES 


163 


center  of  the  girder  and  the  trolley  and  hoisting  motors 
on  the  lower  flanges  of  the  beam.  The  cab  may  be  sus 
pended  from  the  bridge  girder  and  supported  by  a  channel 
which  may  extend  across  the  crane  span  and  also  serve 
to  brace  the  truck  frame. 

A  crane  constructed  in  this  manner  is  especially  adapted 
for  use  in  a  room  having  a  low  ceiling.  When  equipped 
with  a  foundry  controller  it  is  specially  suited  to  work 
requiring  careful  handling  to  avoid  the  breakage  that 
would  be  caused  by  jerky  starting  or  stopping.  A  crane 
of  this  type  may  be  used  for  light  work  in  a  warehouse 
or  in  a  manufacturing  plant  making  small  or  fragile  wares. 

A  heavier  capacity  crane  of  this  type  equipped  with 
foundry  control  is  used  in  many  foundries  for  handling 
large  molds.  This  type  of  crane  operates  at  very  slow 
speeds  and  with  the  foundry  control  feature  permits  the 
handling  of  fragile  molds  without  excessive  breakage. 

Overhead  traveling  cranes  of  the  three-motor  type  arc 
used  for  many  other  purposes  in  both  indoor  and  outdoor 
work.  A  2-ton  capacity  crane  of  this  type  installed  in 
the  warehouse  of  a  paper  mill  will  handle  the  bales  of 
rags  or  old  paper  used  in  paper  manufacturing  and  also 
the  rolls  of  finished  paper  in  storage.  For  this  service  all 
of  the  gears  should  be  enclosed  in  dust  and  oil-proof  gear 
cases,  thus  protecting  the  machine  itself  and  preventing 
oil  drippage  from  damaging  the  material  being  handled. 

A  crane  of  this  type  equipped  with  an  automatic  grab- 
bucket  may  be  used  for  handling  loose  materials  such  as 
fertilizer,  or  for  handling  hot  cement  from  the  kiln  into 
storage  for  cooling.  In  one  cement  mill  installation  an 
80-ft.  span,  10-ton  capacity  crane  operating  on  a  250-volt 
direct  current  and  equipped  with  a  3-yd.  capacity  bucket, 
handles  seven  tons  of  cement  in  two  minutes. 

A  special  adaptation  of  the  overhead  electric  traveling 
crane  to  indoor  service  is  used  for  roundhouse  work  in 
railroad  service.  In  this  design  the  crane  travels  on  a 
runway,  the  outer  track  of  which  has  a  greater  radius 
than  the  inner  track.  The  truck  wheels  are  set  radially 
and  as  the  pinion  at  the  outer  truck  has  more  teeth  and 
the  gear  less  teeth  than  those  at  the  inner  truck,  the  cir 
cumferences  of  the  truck  wheels  have  a  speed  proportion 
ate  to  the  track  radii.  Where  overhead  conditions  will 
permit  and  the  size  of  the  roundhouse  or  the  volume  of 
work  to  be  done  will  warrant,  such  a  crane  will  be  found 
useful  in  railroad  work.  It  not  only  will  reduce  the 
manual  labor  required,  but  will  facilitate  repair  work,  thus 
increasing  the  service  secured  from  a  locomotive. 

Outdoor    Service 

For  outdoor  service,  the  overhead  crane  is  mounted  on 
a  special  elevated  structure.  Usually  the  operator's  cab 
is  enclosed  to  protect  the  operator  from  the  weather  and 
the  crane  trolley  is  housed  to  prevent  deterioration  of  the 
trolley  machinery.  Such  cranes  are  equipped  with  a  hook 
or  sling,  or  an  automatic  grab  bucket,  or  a  magnet,  and 
are  used  in  structural  steel  yards,  in  lumber  and  other 
storage  yards,  and  for  handling  coal,  coke,  crushed  stone 
or  similar  material.  When  equipped  with  a  magnet  it  will 
handle  steel  rails,  plates  or  bars,  or  scrap  metals  in  foundry 
or  railroad  yards.  Equipped  with  a  hook  and  sling,  it  may 
be  used  for  transferring  large  containers  or  heavy,  bulky 
freight  or  in  other  similar  service.  This  type  of  crane 
permits  the  rapid  handling  of  heavy  and  bulky  packages 
and,  where  the  volume  of  work  to  be  done  is  in  sufficient 
quantities,  is  an  economical  installation. 

In  mill  work,  in  lumber  yards,  or  any  other  service 
where  large  numbers  of  long  pieces  are  handled,  a  crane 
having  two  trolleys  on  the  bridge  can  be  used  advantage 


ously.  The  two  trolleys  may  have  individual  control  and 
may  be  traversed  over  the  bridge  to  any  position  suited  to 
the  length  of  the  material  being  handled.  Other  cranes  de 
signed  for  similar  work  sometimes  arc  equipped  with 
trolleys  provided  with  two  hoisting  drums  and  two  hooks 
which  may  be  arranged  to  operate  parallel  to  or  at  right 
angles  to  the  bridge  girders. 

It  sometimes  is  desirable  to  handle  extremely  long  ma 
terial  with  a  crane  having  only  one  hoisting  drum  and 
only  one  hook.  For  such  service,  a  spreader  bar  is  used. 
This  bar,  having  slings  at  the  ends  and  being  suspended 
at  the  center  from  the  hoist  hook,  not  only  permits  the 
raising  of  long  pieces,  but,  by  using  a  block  with  a  swivel 
hook,  also  permits  the  turning  of  the  load  when  necessary. 
Cranes  thus  equipped  are  useful  in  structural  steel  yards 
or  can  be  adapted  for  use  in  lumber  yards  for  handling 
long  timbers  or  poles. 

Another  method  of  handling  long  metal  pieces  in  the 
yard  of  a  steel  mill  is  to  equip  each  crane  with  two  magnets 
installed  on  a  spreader  bar.  These  cranes  will  handle 
rails  in  large  volume,  the  magnets  on  each  crane  having 
a  capacity  of  about  20  tons.  A  yard  equipped  with  cranes 
of  this  kind  can  handle  thousands  of  tons  in  a  day. 

The  overhead  traveling  crane  is  often  used  to  handle 
fuel  at  a  power  house.  Such  a  crane  may  have  a  span 
of  100  ft.  or  more  and  will  handle  coal  direct  from  the 
car  to  a  traveling  scale  hopper,  where  it  can  be  weighed 
and  then  dumped  from  the  hopper,  through  a  hatchway  in 
the  roof  of  the  power  house  directly  into  the  conl  bunkers; 
or  the  coal  may  be  transferred  from  the  cars  to  storage 
and  later  from  storage  to  the  weighing  hopper  and  the 
bunkers. 

An  overhead  crane  designed  especially  for  light  work  is 
an  efficient  equipment  in  a  structural  steel  yard.  A  crane 
for  this  service  may  be  equipped  with  the  usual  bridge 
drive  operated  by  a  motor  installed  on  one  of  the  girders 
but,  instead  of  a  crane  trolley  as  generally  used  on  cranes 
of  this  type,  may  be  equipped  with  two  cab-operated  'mono 
rail  hoists.  These  hoists  traverse  the  bridge  on  rails 
installed  on  each  side  of  the  bridge  girders.  They  may  be 
operated  independently  of  each  other,  and,  if  desired,  the 
monorail  track  can  be  latched  to  an  outside  spur  track 
on  either  side  of  the  crane  trestle  and  one  or  both  of  the 
hoists  may  be  run  off  the  bridge  and  used  on  a  shop  line, 
as  well  as  in  the  yard.  This  arrangement  provides  a 
mobile  equipment  and  eliminates  much  of  the  idle  time  of 
a  crane  serving  only  a  limited  area. 

A  combination  of  an  overhead  traveling  crane  and  a 
revolving  jib  crane  is  used  in  British  practice.  This  crane 
has  a  traveling  bridge  propelled  in  the  usual  manner  by 
a  squaring  shaft,  but,  instead  of  the  trolley  generally  used 
on  an  overhead  crane,  a  revolving  jib  of  the  lattice  type  of 
construction  is  suspended  from  the  bridge.  This  jib  is 
pivoted  on  the  bridge  and  is  revolved  by  means  of  a  pinion 
on  a  shaft  secured  to  the  jib  structure  and  meshing  with 
a  large  circular  rack  on  the  underside  of  the  bridge.  The 
advantage  of  this  type  of  construction  is  that  the  jib 
may  be  revolved  so  that  the  load  can  be  picked  up  or 
deposited  beyond  the  limits  of  the  bridge  runway ;  the  jib 
may  be  projected  into  an  adjacent  building,  or  under  a 
low  roof  or  ceiling  where  the  runway  cannot  be  extended. 
This  type  of  crane  is  electrically  operated  and  is  controlled 
from  an  operator's  cab  suspended  from  the  revolving  jib. 

Foundry  and  Steel  Mill  Service 

The  handling  of  molten  and  solid  metals  in  steel  plants 
and  iron  foundries  and  in  other  metal  industries,  enters 
into  the  problem  of  material  handling  to  an  extent  that 


164 


HOISTING    MACHINERY 


CRANES 


165 


warrants  attention  to  this  phase  of  the  subject.  The  man 
ufacture  of  metal  products  reaches  millions  of  tons  each 
year  and  the  methods  employed  to  handle  this  vast  amount 
of  material  require  the  use  of  the  overhead  traveling 
crane  more  than  of  any  other  type  of  hoisting  or  conveying 
machine. 

Ladle  Crane 

The  electric  overhead  traveling  crane  is  adapted  to 
handling  ladles  of  molten  metals  in  iron  and  steel  pro 
duction.  A  typical  crane  of  this  type  for  service  in  a 
large  foundry  or  mill  consists  of  a  4-girder,  8-motor  ladle 
crane  of  175  tons  capacity.  It  has  a  span  of  58  ft.  9  in. 
and  is  equipped  with  two  trolleys.  The  auxiliary  trolley 
has  a  capacity  of  40  tons,  and  it  has  an  auxiliary  hoist  of 
15  tons  capacity,  thus  providing  two  hoisting  hooks  in 
addition  to  the  double-ladle  hook  on  the  main  trolley. 
This  ladle  crane  has  a  lift  of  30  ft.  and  is  equipped  with 
a  low  hanging  cab  enclosed  so  that  the  operator  has 
full  view  of  the  work  but  is  protected  from  possible 
injury  during  operation.  A  crane  of  this  type  will  safely 
handle  ladles  containing  25  tons  or  more  of  molten  metal 
and  will  expedite  the  pouring  of  large  quantities  of  metal 
into  molds. 

Ingot  Charging  Cranes 

After  casting  an  ingot  in  steel  production,  a  charging 
and  extracting  crane  is  used  to  place  the  ingot  in  a  soaking 
pit  or  furnace.  Ingot  charging  cranes  are  of  the  over 
head  type  and  are  equipped  with  tongs  operating  vertically. 
The  tongs  are  operated  by  an  electric  motor  and  they 
grip  and  hold  the  ingot  while  it  is  being  lowered  into  the 
soaking  pit  chamber,  or  being  extracted  from  it.  The 
charging  apparatus,  with  the  operator's  cab,  may  be  of 
the  tower  type  built  of  structural  steel  and  mounted  on 
the  crane  trolley  with  only  the  tongs  extending  below 
the  bridge ;  or  the  tongs'  operating  mechanism  and  the 
operator's  cab  may  be  suspended  from  the  trolley  and 
travel  underneath  the  bridge,  the  hoisting  mechanism  being 
installed  on  the  trolley  as  in  other  types  of  overhead 
cranes.  Cranes  of  this  type  may  also  be  equipped  with  an 
auxiliary  trolley  having  a  hoist  which  may  be  used  to 
handle  the  furnace  doors  or  they  may  be  used  for  other 
work  adjacent  to  the  furnaces. 

Ingot  Stripping  Cranes 

Overhead  cranes  equipped  with  special  apparatus  are 
also  used  for  stripping  ingots  from  their  molds.  As  in 
other  cranes  of  the  overhead  type,  the  bridge  and  the 
trolley  travel  and  the  hoisting  operation  is  accomplished 
by  means  of  electric  motors,  but  the  stripping  operation 
is  effected  either  by  means  of  screw  and  pinion  gearing 
or  by  hydraulic  pressure  supplied  by  an  electrically  oper 
ated  pump.  For  this  service,  the  crane  is  installed  on  a 
runway  in  a  convenient  location  and  the  ingots,  while 
still  in  their  molds,  are  brought  within  range  on  special 
trucks.  The  stripping  apparatus,  which  projects  below 
the  crane  bridge,  consists  of  tongs  or  links  so  designed 
as  to  grip  and  hold  the  mold  while  an  arm,  or  plunger, 
pushes  the  ingot  downward,  thus  stripping  the  mold  from 
the  ingot.  This  stripping  apparatus  is  made  either  with 
a  single  stripper  or  with  a  double  stripping  mechanism 
which  may  be  operated  to  strip  two  ingots  from  their 
molds  simultaneously. 

This  type  of  crane  may  be  constructed  with  the  stripper 
mounted  on  the  crane  trolley,  only  the  tongs  and  the 
plunger  housing  extending  below  the  bridge,  or  the  entire 
stripping  apparatus  may  be  suspended  from  the  trolley 


and  travel  underneath  the  bridge.  The  stripping  operation 
is  performed  in  a  similar  manner  with  either  type  of 
stripper. 

Slab  Charging  Cranes 

A  revolving  apparatus  installed  on  an  overhead  crane  has 
been  adapted  to  steel  mill  work  for  charging  slabs,  billets, 
blooms,  or  ingots  into  the  furnace  when  reheating  them 
fur  the  forging  or  rolling  operation.  This  machine  has 
the  charging  mechanism  suspended  from  a  trolley,  which 
traverses  the  crane  bridge  in  such  a  manner  that  it  may 
br  revolved  as  the  work  requires.  The  charging  arm  of 
this  machine  is  hinged  to  and  projects  from  the  base  of 
this  revolving  structure  which  also  carries  the  motors 
necessary  to  operate  the  charging  mechanism  and  the 
operator's  cab  as  well.  The  hinge  pin  permits  a  practically 
vertical  movement  of  the  end  of  the  charging  arm,  which 
also  has  side  grips,  having  a  sidewise  motion,  at  the 
outer  end.  This  enables  the  machine  to  pick  up  a  slab  or 
other  similar  pieces  of  metal  within  the  radius  of  the 
charging  arm  and  the  span  of  the  bridge.  In  general 
practice,  the  metal  to  be  handled  is  brought  \\ithin  range 
on  trucks  or  cars  and  is  picked  up  by  the  charging  arm. 
The  apparatus  then  is  revolved  so  that  the  arm  is  pointing 
toward  the  furnace  and  the  trolley  is  traversed  over  the 
bridge,  thrusting  the  arm  into  the  furnace  and  depositing 
the  metal  in  the  fire.  The  side  grips  then  nre  released, 
the  trolley  travel  reversed,  and  the  charging  arm  with 
drawn  from  the  furnace.  This  machine  can  also  be  util 
ized  to  withdraw  the  metal  from  the  fire  by  reversing  the 
operation. 

A  charging  crane  of  this  type  installed  in  one  mill  has 
a  span  of  54  ft  8  in  and  a  capacity  of  5  tons.  Six  motors 
are  employed  to  operate  the  crane ;  one  to  propel  the 
bridge ;  one  to  traverse  the  trolley ;  and  the  others  to 
operate  the  charging  mechanism. 

A  floor  type  of  charging  and  drawing  machine  operating 
in  a  similar  manner  is  used  in  the  same  service.  On  this 
machine  the  revolving  charging  mechanism  is  mounted 
on  top  of  the  crane  bridge  which  travels  on  a  track  laid 
on  the  floor.  The  same  type  of  hinged  charging  arm  with 
side  grips  is  employed  to  handle  the  metal.  A  slab,  bar, 
or  other  similar  piece  is  picked  up  while  the  charging  arm 
is  at  right  angles  to  the  crane  bridge,  the  apparatus  then 
revolved  so  that  the  arm  is  parallel  with  the  bridge  girders 
and  the  entire  charging  mechanism  then  traversed  over 
the  bridge,  thrusting  the  arm  into  the  furnace  and  de 
positing  the  metal  in  the  fire.  The  metal  can  be  with 
drawn  from  the  furnace  by  reversing  the  charging  opera 
tion.  An  advantage  of  the  floor  type  is  that  an  overhead 
traveling  crane  can  be  installed  above  it  and  be  used  for 
other  purposes. 

On  another  type  of  overhead  crane  adapted  to  charging 
or  withdrawing  slabs  or  similar  pieces,  the  revolving 
charger  operates  in  a  similar  manner,  but  instead  of  the 
hinged  charging  arm,  has  guides,  in  which  the  arm  is 
raised  or  lowered  in  a  vertical  line,  on  the  inside  of  the 
lower  portion  of  the  pendant  structure.  The  outer  end 
n£  the  charging  arm  is  fitted  with  end  grips  instead  of 
side  grips  but  otherwise  operates  in  a  similar  manner. 

Other  Mill  Service 

Many  other  adaptations  of  the  traveling  crane  to  the 
metal  industries  have  been  made.  These  cranes  are  de 
signed  with  either  the  overhead  bridge  or  are  of  the  floor 
type.  They  are  used  extensively  in  open-hearth  plants  for 
placing  the  melting  stock  into  the  furnace.  In  such  service, 


166 


HOISTING   MACHINERY 


CRANES 


167 


the  metal  is  placed  in  a  rectangular  container  having  the 
end  designed  to  engage  the  end  of  a  revolving  charging 
arm  which  extends  toward  the  furnace.  By  means  of  the 
traversing  mechanism,  the  charging  arm  is  thrust  into 
the  furnace  and  the  metal  is  deposited  by  revolving  the 
charging  arm  and  overturning  the  container.  A  crane  of 
this  type  has  a  charging  capacity  of  from  2y2  to  5  tons 
and  usually  is  also  provided  with  an  auxiliary  trolley. 

Other  similar  cranes  are  designed  to  manipulate  hot 
metals  in  the  forging  shop  and  to  handle  copper  and 
other  materials  during  the  manufacturing  processes.  How 
ever,  as  these  cranes  are  modifications  or  combinations  of 
the  machines  already  described  and  are  of  a  highly  special 
ized  nature,  they  do  not  outer  into  the  discussion  of  ma 
terial  handling  in  the  commonly  accepted  meaning  of  the 
term  and  will  not  he  treated  in  this  book. 

Traveling  Bracket  or  Wall  Jib  Cranes 

Traveling  bracket  or  wall  jib  cranes  may  be  used  as 
auxiliaries  to  overhead  traveling  bridge  cranes,  or  may 
be  installed  as  separate  shop  equipment.  These  cranes  are 
used  largely  in  foundries  or  machine  shops  or  in  erection 
shops  and,  within  the  limits  of  the  jib  and  the  range  of 
travel,  serve  for  many  of  the  same  purposes  as  a  crane 
of  the  bridge  type.  They  may  be  installed  under  an  over 
head  crane  to  handle  the  lighter  work ;  or  may  be  installed 
in  a  group  or  series  along  the  wall  of  a  shop  and  used 
to  handle  work  too  heavy  for  manual  labor. 

The  general  form  of  construction  consists  of  a  single' 
or  double  girder  jib  supported  by  a  wall  frame  or  vertical 
truck  which  is  provided  with  a  top  and  a  bottom  set  of 
wheels — usually  four  wheels — traveling  in  a  runway  secured 
to  a  side  wall  or  to  a  row  of  columns  supporting  the  shop 
building.  The  jib  may  be  top  braced  or  bottom  braced 
as  in  the  construction  of  an  ordinary  jib  crane  but  it  is 
fixed  rigidly  to  the  wall  frame  and  has  no  circular  motion. 
A  crane  trolley  is  mounted  on  the  jib. 

The  crane  travel  mechanism  may  be  hand  operated  and 
a  chain  hoist,  an  air  hoist  or  an  electric  hoist  used  for 
lifting  purposes,  but  usually  the  entire  apparatus  is  oper 
ated  by  electric  power — generally  three-motor  operation — 
controlled  from  a  cab  secured  to  the  crane  structure. 

These  cranes  are  made  with  jibs  ranging  in  length  up 
ward  to  30  ft.  and  having  capacities  up  to  about  10  tons. 

Other  types  of  jib  cranes  are  described  elsewhere  in  this 
book. 

Gantry   Cranes 

The  gantry  crane  is  an  adaptation  of  the  overhead  type 
of  crane  to  outdoor  service  where  there  is  no  permanent 
elevated  structure  on  which  to  install  a  crane.  The  crane 
bridge  is  fixed  on  trestles  having  legs  which  generally 
are  mounted  on  trucks  similar  to  those  used  on  overhead 
traveling  cranes.  The  crane  is  then  known  as  a  traveling 
gantry.  Sometimes  the  trestles  are  fixed  on  a  solid  foun 
dation  and  the  crane  is  then  called  a  fixed  or  stationary 
gantry,  being  also  frequently  referred  to  as  a  bridge  crane 
or  a  transfer  crane.  To  meet  special  operating  conditions, 
they  are  sometimes  constructed  with  one  gantry  leg — the 
other  end  of  the  bridge  being  supported  by  other  means ; 
with  a  single  or  double  cantilever  bridge ;  or  with  a  mov 
able  cantilever  at  one  end. 

These  cranes  are  made  with  a  span  upward  to  200  ft.  or 
more  and  are  used  in  storage  yards  and  at  docks  for 
handling  ore,  coal,  coke,  cement,  or  manufactured  mate 
rials  ;  in  railroad  storage  and  transfer  yards,  for  general 
purposes  and  for  transferring  heavy  freight ;  and  at  wharves 


for    handling    cargo.      They    also    are    used    extensively    in 
shipyards  for  erecting  purposes  and  for  ship   lilting  work. 

Traveling  Gantry  Cranes 

Traveling  gantry  cranes  vary  from  a  light  portable  struc 
ture  mounted  on  small  wheels  and  operated  by  hand,  to 
numerous  designs  of  electrically  operated  structures 
equipped  with  crane  trolleys  and  carried  on  trucks  of  sub 
stantial  construction. 

Construction 

The  construction  of  the  bridge  girders  and  the  trolleys 
should  conform  to  the  standards  lor  overhead  traveling 
cranes.  The  trestles  are  carried  on  trucks  resting  on  tracks 
laid  on  the  ground  or  on  platforms.  They  should  be  ot 
a  substantial  type  of  construction,  adequately  braced 
and  fixed  to  the  bridge  in  such  a  manner  as  to  insure  a 
structure  of  ample  strength  to  withstand  the  twisting  strains 
and  the  stresses  of  operation  under  the  maximum  load. 

The  trucks,  which  generally  are  similar  in  construction 
to  those  used  on  the  overhead  type  of  crane,  should  be 
mounted  on  axles  of  ample  sizes  and  in  suitable  bearings 
to  sustain  the  combined  weight  of  the  gantry  structure  and 
the  load  to  be  carried.  For  cranes  of  the  lighter  capacities 
— up  to  about  30  tons — the  truck  axles  and  bearings  may 
be  of  the  pin  and  keeper  type,  but  for  cranes  of  heavier 
capacity  the  M.  C.  B.  type  is  preferable. 

The  Drive 

The  small  portable  types  of  gantries  are  generally  pushed 
or  pulled  by  hand  but  some  form  of  power  must  be  em 
ployed  to  propel  the  larger  gantry  structures. 

The  most  common  type  of  drive  is  similar  to  that  used 
on  overhead  cranes.  A  squaring  shaft,  driven  by  a  motor 
installed  on  the  bridge,  is  provided  with  bevel  gears  at 
each  end  which  mesh  with  similar  gears  on  two  vertical 
drive  shafts — one  on  each  side  of  the  gantry  trestle.  Bevel 
gears  on  the  lower  ends  of  the  vertical  drive  shafts  mesh 
with  gears  attached  to  the  truck  wheels. 

A  type  of  drive  used  on  many  of  the  largest  gantry 
cranes  consists  of  motors  geared  direct  to  the  truck  axles. 
On  cranes  of  very  heavy  capacity  this  method  of  driving 
is  preferable  to  the  squaring  shaft  method,  as  the  torsion 
on  a  short  shaft  is  negligible. 

Another  type  of  drive  often  employed  on  heavy  gantry 
cranes  consists  of  cables,  secured  at  the  ends  of  the  gantry 
track  and  wound  on  motor  driven  drums  carried  on  the 
gantry  trucks.  The  crane  structure  is  pulled  along  the 
tracks  by  winding  the  cables. 

To  insure  uniform  travel  of  the  gantry  structure  each 
end  is  provided  with  independent  clutches  and  controllers. 
This  permits  the  operator  to  control  the  movement  of  both 
ends  of  the  structure  and,  if  necessary,  one  end  may  be 
locked  and  held  stationary  while  the  other  end  is  moved 
slightly  to  bring  it  into  alinement.  This  is  possible  because 
of  clearance  between  the  rails  and  the  wheel  flanges. 

Electricity  is  commonly  used  on  power  operated  gantry 
cranes  to  operate  the  bridge  drive,  the  trolley  and  the 
hoisting  drums.  The  current  is  conducted  to  the  crane 
motors  from  wires  installed  on  poles  or  on  other  structures 
near  the  gantry  tracks.  Current  collectors,  secured  to  an 
arm  projecting  from  the  bridge,  insure  a  contact  with  the 
circuit  as  the  structure  travels  along  the  track.  A  sliding 
shoe  or  other  type  of  collector  is  used. 

Hand-Operated   Type 

A  hand-operated  portable  gantry  crane  is  useful  when 
only  occasional  light  service  is  required.  A  crane  of  this 


168 


HOISTING    MACHINERY 


P 
H 


fc. 

— 


CRANES 


169 


type  usually  is  constructed  of  light  structural  steel  and 
consists  of  a  single  I-beam  girder  carried  on  two  lightly 
constructed  "A"  shaped  trestles,  resting  on  two-wheel 
trucks  of  the  pin-and-keeper  type.  The  gantry  is  usually 
mounted  on  rails  and  is  propelled  by  pushing  it  along  the 
track  by  hand.  A  hand  operated  or  power  operated  chain 
hoist  is  generally  used  for  hoisting  purposes.  Cranes  of 
this  type  may  be  used  in  any  light  service.  They  are  used 
in  trench  work  for  laying  sewer  pipe  or  water  pipe.  For 
such  service  a  light,  portable  track  is  sufficiently  substan 
tial.  They  may  be  mounted  on  wheels  having  a  flat  tread 
to  run  on  a  floor  and  used  for  erecting  machinery  in  fitting 
out  shops  or  power  plants.  They  range  in  capacity  upward 
to  about  10  tons  and  have  a  span  of  about  25  ft.  or  30  ft. 

Power-Operated  Type 

Power-operated  traveling  gantry  cranes  are  used  in  out 
door  service  in  many  industries.  They  may  be  equipped 
with  a  hook  or  a  sling  and  be  used  for  general  lifting 
purposes;  with  a  magnet  for  handling  metals  at  steel  mills 
or  other  manufacturing  plants,  or  in  railroad  service;  or 
may  be  equipped  with  a  bucket  and  used  to  handle  coal, 
ore,  or  other  loose  materials.  The  operation  of  these 
cranes  is  controlled  from  a  cab  secured  to  the  bridge  or  to 
one  of  the  trestles.  They  are  made  with  a  span  ranging 
upward  to  about  200  ft.  and  to  75  tons  in  capacity. 

Two-Leg  Type 

The  two-leg  type  of  gantry  is  the  most  commonly  used. 
The  crane  bridge  is  mounted  on  two  trestles  of  equal 
length  and  is  carried  on  trucks.  This  type  of  structure 
is  generally  installed  in  the  storage  yards  of  industrial 
plants  for  handling  raw  materials  or  manufactured  prod 
ucts  ;  at  power  plants  for  handling  fuel  and  ashes ;  in  rail 
road  terminals  for  handling  fuel  or  freight ;  on  wharves 
for  handling  cargo ;  or  in  various  other  operations  where 
an  overhead  traveling  crane  is  not  adaptable. 

Single-Leg  Type 

A  single-leg  gantry  frequently  is  used  when  it  is  desir 
able  to  install  a  gantry  crane  adjacent  to  a  building  where 
the  inside  leg  would  interfere  with  the  free  movement  of 
materials  in  the  space  below  or  where  it  would  not  be 
practicable  to  lay  rails.  This  type  of  crane  has  the  usual 
trestle  support  at  one  end  of  the  bridge  and  at  the  other 
end  is  supported  on  a  rail  or  runway  installed  on  a  building 
as  in  the  case  of  the  overhead  traveling  crane.  The 
advantage  of  this  type  of  construction  is  that  in  cases  where 
the  crane  travels  along  the  side  of  a  building  as  on  a 
wharf  or  at  a  warehouse  having  one  or  more  doors  giving 
access  to  the  space  immediately  underneath  the  crane  there 
will  be  no  interference  due  to  the  trestle  obstructing  the 
doors  through  which  it  may  be  desired  to  move  material. 
Another  advantage  of  this  type  of  construction  is  that  it 
can  be  made  to  span  several  railroad  tracks  or  a  storage 
yard  adjacent  to  a  building  without  encroaching  unneces 
sarily  on  the  available  space. 

Cantilever  Type 

The  cantilever  type  of  construction  is  used  to  increase 
the  range  over  which  a  gantry  crane  may  be  operated  with 
out  increasing  the  girder  span  or  laying  track  where  it  may 
not  be  desirable.  Such  cranes  are  constructed  with  a  single 
cantilever  or  with  a  cantilever  at  each  end  of  the  bridge. 
These  cantilevers  usually  are  integral  with  the  main  bridge 
span  but  sometimes  are  built  as  a  separate  structure  and 
hinged  to  the  main  bridge  at  the  trestle.  This  construction 
allows  the  cantilever  to  be  raised  so  that  it  will  clear  a 


vessel  at  a  wharf,  or  any  other  obstruction,  while  the  crane 
travels  along  the  track. 

The  cantilever  sometimes  is  constructed  so  that  it  may 
be  traversed  across  the  bridge.  This  permits  it  to  be  ex 
tended  through  a  doorway  into  a  warehouse  or  outward 
over  a  car  or  vessel. 

The  advantage  of  the  cantilever  type  of  crane  is  that 
material  may  be  handled  from  a  storage  yard  to  a  railroad 
car  or  to  a  vessel  without  any  obstruction  of  the  passages 
or  roadways  underneath  leaving  them  free  for  such  traffic 
as  may  be  required.  A  crane  of  this  type  adds  greatly  to 
the  storage  capacity  of  a  yard  and,  due  to  its  wide  range 
of  action,  reduces  the  time  required  and  the  expense  of 
moving  materials.  Cantilever  cranes  are  made  with  a  total 
span  upward  to  250  ft.  and  in  capacities  ranging  upward 
to  about  50  tons. 

Bridge  Storage  Cranes 

The  bridge  storage  crane  is  a  type  of  gantry  crane — 
usually  of  the  traveling  type — constructed  in  a  manner 
similar  to  that  of  an  ordinary  gantry.  The  crane  bridge 
generally  is  constructed  in  the  lattice  truss  type  usually  em 
ployed  in  building  fixed  bridges  over  a  river  or  a  railroad. 
They  generally  are  equipped  with  an  automatic  bucket— 
sometimes  with  a  tram-car — and  are  used  to  unload  ore, 
coal,  sand,  gravel  and  other  loose  bulk  materials  from 
cars  or  vessels  and  deposit  them  in  storage  bins  or  piles ; 
in  industrial  plants  for  handling  various  manufactured 
materials  in  and  out  of  storage ;  or  are  used  to  rehandle 
such  materials  as  ore  from  storage  to  the  furnace.  They 
are  especially  adapted  for  use  at  ore  docks  in  connection 
with  various  types  of  unloading  machines. 

The  bridge  storage  crane  is  built  primarily  to  provide 
a  structure  that  will  span  a  wide  area — ranging  upward  to 
300  ft.  or  more— and  permit  the  use  of  a  bucket  or  other 
material  handling  device.  Therefore,  a  strength  of  struc 
ture  is  required  only  sufficient  to  sustain  a  light  load — 
usually  5  to  10  tons.  The  bridge  generally  projects  beyond 
the  supports  in  a  cantilever  form.  It  is  carried  at  one 
end  on  sheer-legs  similar  to  a  gantry  trestle  while  the  other 
end  is  supported  by  a  tower.  The  tower  may  be  in  two 
parts,  consisting  of  an  upper  "A"  form  of  structure,  sup 
ported  on  a  four-leg  portal  carriage  designed  to  span  one 
or  more  railroad  tracks ;  or  may  be  an  inverted  tower 
carried  on  two  trucks  similar  to  those  used  under  the 
sheer-leg  end. 

The  bridge  drive  may  be  of  the  shaft  driven  type  or  of 
the  axle  driven  type.  The  operation  of  the  bucket,  the 
crane  trolley  and  the  bridge  drive  is  controlled  either  from 
an  enclosed  platform  at  one  end  of  the  structure  or  may 
be  provided  with  a  traveling  cab  so  that  the  operator  will 
have  a  close  view  of  the  work  being  done. 

Other  forms  of  bridge  cranes  are  combined  with  special 
unloading  machines  and  are  described  elsewhere. 

Stationary  Gantry  Cranes 

The  gantry  crane  sometimes  is  constructed  without  means 
of  propulsion  and  then  is  known  as  a  stationary  or  fixed 
gantry — frequently  called  a  bridge  crane  or  a  transfer 
crane.  This  type  is  particularly  adapted  to  railroad  serv 
ice.  When  installed  in  a  railroad  freight  yard  and  span 
ning  one  or  more  tracks,  it  is  used  for  loading  or  unload 
ing  heavy  or  bulky  freight  and  for  transferring  it  from  a 
car  to  a  truck  or  from  one  car  to  another  for  reshipment. 

This  type  of  crane  also  is  adaptable  to  other  service 
where  only  a  transverse  travel  is  required  and  may  be 
equipped  with  a  hook  or  a  sling  for  general  lifting  and 


170 


HOISTING   MACHINERY 


CRANES 


171 


transferring;  with  a  magnet  and  used  to  handle  manu 
factured  or  scrap  metals ;  or  with  an  automatic  bucket  to 
handle  ore,  coal,  coke,  crushed  stone,  sand  and  gravel,  or 
other  similar  materials. 

Stationary  gantry  cranes  may  be  made  in  practically  any 
capacity  and  any  span  desired.  The  smaller  sizes,  ranging 
in  capacity  up  to  about  25  tons,  generally  are  equipped 
with  a  chain  trolley  and  hoist  operated  by  hand  power ;  or 
with  an  electric  hoist,  controlled  from  the  ground  or 
from  a  platform  on  one  of  the  gantry  trestles. 

A  hand-power  stationary  gantry  crane  is  especially 
adapted  to  service  in  small  railroad  yards  or  in  industrial 
works  where  the  volume  of  heavy  objects  to  be  handled 
is  not  great  and  would  not  warrant  the  expense  of  electric 
equipment.  The  simplicity  of  operation  and  the  low  cost 
of  maintenance  make  a  crane  of  this  type  an  economical 
machine  for  such  service. 

An  electrically  operated  stationary  gantry  crane  should 
be  installed  when  constant  service  is  required  or  where 
the  weight  of  the  objects  to  be  handled  is  beyond  the 
capacity  of  a  hand  operated  machine.  A  crane  of  this 
type  installed  over  one  or  more  railroad  tracks  and  equipped 
with  a  hoisting  hook  or  with  a  sling  is  especially  useful 
in  loading  or  unloading  heavy  freight.  It  may  also  be 
equipped  for  bucket  operation  and  used  to  handle  coal  or 
similar  materials  when  only  a  transverse  movement  is  re 
quired.  Generally,  cranes  of  this  type  are  equipped  with 
a  trolley  having  hoisting  drums  as  used  on  traveling  gan 
tries.  The  operation  of  the  crane  is  controlled  from  an 
enclosed  platform  on  the  crane  structure. 

Wharf  Gantries 

Many  modifications  of  the  gantry  structure  are  used  on 
wharves  for  handling  cargo  and  in  shipyards  for  construc 
tion  work.  These  cranes  embody  many  features  of  both 
the  jib  crane  and  the  locomotive  crane.  They  are  described 
in  this  book  in  the  chapter  on  wharf  and  shipyard  cranes. 

Jib   Cranes 

Jib  cranes — sometimes  called  foundry  cranes — are  made 
in  various  designs  depending  on  the  service  for  which  they 
are  used.  The  form  of  construction  generally  followed 
consists  of  a  jib  or  boom  supported  in  a  horizontal  position 
by  a  short  mast  or  column  which  is  pivoted  to  permit 
rotary  motion.  The  jib  is  sometimes  provided  with  means 
for  a  vertical  movement  as  well  as  the  rotary  motion. 
It  is  also  equipped  with  some  form  of  trolley  or  traveler 
from  which  the  hoisting  mechanism  is  suspended.  A  chain 
block  or  hoist;  an  air  hoist;  an  electric  hoist;  or,  some 
times,  a  steam-hydraulic  hoist  is  used.  This  type  of  crane 
is  known  as  a  wall  or  post  bracket  crane ;  or  as  a  column 
crane,  depending  on  the  means  employed  to  support  the  jib. 

Bracket  Jib  Crane 

The  bracket  crane  is  the  simplest  form  of  jib  crane  and 
consists  of  a  plain  jib — usually  a  straight  bar  or  a  small 
I-beam — fixed  to  the  base  of  a  short  mast  pivoted  in  top 
and  bottom  brackets  secured  to  a  wall  or  to  a  post.  A 
tie-rod  or  truss-rod  extending  from  the  top  of  the  mast 
to  the  outer  end  of  the  jib  supports  the  weight  of  the 
crane  and  the  load.  In  some  cases  the  hoisting  apparatus 
is  fixed  at  the  end  of  the  jib  but  usually  a  chain  hoist,  an 
air  hoist,  or  an  electric  hoist  is  suspended  from  a  small 
trolley  which  travels  on  the  top  of  the  jib. 

A  crane  of  this  type  rarely  has  a  jib  more  than  12  ft. 
or  15  ft.  in  length  or  a  capacity  greater  than  2500  Ib.  to 


10,000  Ib.  bracket  cranes  are  useful  in  foundries,  machine 
shops,  and  in  similar  places  where  it  is  necessary  to  handle 
heavy  ilasks,  or  heavy  castings  which  could  not  easily  be 
handled  by  manual  labor.  A  series  of  bracket  jib  cranes 
arranged  along  a  wall  in  a  foundry  or  a  machine  shop  so 
that  the  effective  radii  of  the  jibs  will  overlap  slightly, 
makes  it  possible  to  transfer  material  from  one  end  of  the 
shop  to  the  other  entirely  by  the  use  of  jib  cranes.  This 
arrangement  permits  the  cranes  to  be  used  individually  or 
in  conjunction  with  one  another  and  provides  a  means  for 
transferring  material  where  the  amount  of  such  work  is 
not  sufficient  to  warrant  the  installation  of  an  overhead 
traveling  crane,  or  when  the  arrangement  of  the  shop 
equipment  will  not  permit  the  use  of  a  portable  crane. 

A  modification  of  the  bracket  jib  crane  provided  with 
wheels  and  mounted  in  a  side-wall  runway  is  described  in 
the  chapter  on  traveling  cranes.  The  following  table  gives 
some  approximate  proportions  of  bracket  jib  cranes: 


Capacity, 
Tons 
!... 
1.  .. 


BRACKET   JIB   CRANK 

Length  of  Jib      Effective  Radiul 

Ft.     In.  Ft.  In. 

11       6  10  0 

20       0  18  6 

117  10  0 

20       0  18  6 

3'  11        9  10  0 

3 ...  20       0  18  6 

4  1111  10  0 

4"  ...       20       S  18  6 

5"'  12       0  10  0 

5 20       6  18  6 

Column  Jib  Cranes 

The  column  jib  crane  consists  of  a  horizontal  jib  carry 
ing  a  trolley  and  a  hoist,  and  supported  by  a  rotating  mast 
or  column  pivoted  in  top  and  bottom  pivot  blocks  or  bear 
ings.  This  type  of  crane  is  made  in  two  types  of  struc 
ture:  the  bottom  braced  jib,  and  the  top  braced  jib.  The 
top  braced  type  frequently  is  also  braced  from  the  back 
of  the  column  and  is  then  called  the  top  and  back  braced 
type.  The  column  and  the  jib  are  preferably  constructed 
of  I-beams  or  of  channels  and  plates — the  box  type  of 
structure  being  preferable  for  cranes  of  very  heavy  capacity 
— and  should  be  adequately  braced  to  sustain  the  combined 
weight  of  the  structure,  the  hoisting  mechanism,  and  the 
load  to  be  lifted.  A  crane  of  this  type  may  be  equipped 
with  a  simple  traveler  or  trolley  carrying  a  chain  hoist  or 
an  air  hoist  and  be  rotated  by  hand  by  pushing  or  pulling 
on  the  load ;  or  it  may  be  provided  with  a  hand  operated 
or  power  operated  winch  secured  to  the  column  near  the 
base  and  used  to  handle  the  load  while  the  crane  is  rotated 
by  hand,  or  in  some  cases  by  slewing  gear  operated  by 
steam  or  electric  power. 

Bottom-Braced   Type 

The  bottom-braced  type  of  column  jib  crane  has  the  jib 
secured  at  or  very  near  to  the  top  of  the  column  and  is 
supported  by  braces  on  the  underside  of  the  jib. 

A  very  commonly  used  type  of  brace  consists  of  single 
compression  members  extending  from  the  base  of  the  col 
umn  to  the  underside  of  the  jib  near  to  the  outer  end. 
This  method  of  bracing  makes  a  very  rigid  and  safe  struc 
ture  but  the  location  of  the  braces  restricts  the  range  of 
action  of  the  crane  hoist  and  it  is  desirable  only  when  the 
available  headroom  will  not  permit  the  use  of  other  methods 
of  bracing.  It  is  used  only  when  the  work  to  be  done  may 
be  handled  within  a  comparatively  small  area  underneath 
the  outer  portion  of  the  jib. 

Another  method  of  bottom  bracing  is  known  as  the 
triple  brace.  It  consists  of  a  compression  member  extend 
ing  from  the  base  of  the  column  to  the  underside  of  the 


172 


HOISTING    MACHINERY 


Steam-Hydraulic    Jib     Crane    with    Power    Swinging    and        Steam-Hydraulic  Crane  with  Pivoted  Jib  to  Provide  High 
Trolley   Racking   Mechanism  Lift  with  Only  Short  Piston  Movement 


Top    and    Back-Braced    2-Motor    Electric    Jib    Crane    for 
Indoor   Service 


Hand  Operated  Top-Braced  Jib  Crane 


Steam-Hydraulic  Crane  with  Jib  Adjusting-Nut  to  Permit  Incline  of  Jib  in  Direction  of  Load  Travel 


CRANES 


173 


jib  at  or  near  to  the  center  of  it  and  reinforced  by  two 
additional  braces,  one  extending  from  the  main  brace  to 
the  upper  part  of  the  column  and  the  other  brace  extending 
from  the  main  brace  to  the  outer  portion  of  the  jib.  This 
gives  ample  strength  and  considerably  more  useful  area 
around  the  crane  column  than  can  be  obtained  with  the 
two-member  bottom-braced  type. 

A  method  of  bottom  bracing  which  gives  access  to  prac 
tically  all  of  the  space  uncnneath  the  jib  consists  of  a 
wide  plate  construction  which  is  practically  a  one-piece  jib 
and  column.  This  structure  is  of  the  box  type  and  is 
reinforced  at  the  junction  of  the  column  and  the  jib  by 
broadening  out  the  side  places  and  using  a  corner  brace 
enclosed  within  the  plates..  This  gives  rigidity  without 
making  use  of  the  separate  compression  members  which 
often  interfere  with  handling  a  load  close  to  the  column. 

Jib  cranes  of  the  bottom-braced  type  are  used  largely  in 
indoor  service :  chiefly  in  foundries  for  handling  molds, 
etc. ;  or  in  machine  shops  for  handling  heavy  pieces  to  and 
from  the  finishing  machines.  They  are  made  with  jibs 
ranging  upward  to  30  ft.  in  length  and  having  a  capacity 
upward  to  about  20  tons.  The  proportions  of  some  com 
monly  used  jib  cranes  of  the  bottom-braced  type  are  given 
in  the  following  table: 


COLUMN    JIB    CRANE— BOTTOM-BRACED    TYPE 


Capacity, 
Tons 

2 

2 

3 

3 

4.  . .  . 

4 

5.... 

5 

6 

6 


Length 

of  Jib 

Ft.     In. 


17 
32 
17 
32 
18 
33 
18 
33 
18 
33 


Effective 

Radius 

Ft.    In. 

2       9 


Height 
of  Jib 
Ft.  In. 


13 
18 
13 
18 
13 
18 
13 
18 
14 
19 


Height 
of  Mast 
Ft.  In 


14 
19 
14 
19 
14 
19 
14 
19 
15 
20 


Top-Braced  Type 

The  top-braced  type  of  column  jib  crane  has  the  jib 
secured  to  the  column  at  a  point  some  distance  below  the 
top  and  supported  by  one  or  more  tie-rods  secured  to  the 
top  of  the  column  and  to  the  jib.  This  method  of  bracing 
leaves  the  space  underneath  the  jib  clear  for  its  entire 
length  and  permits  a  load  to  be  handled  with  equal  facility 
at  the  end  of  the  jib  or  close  to  the  column. 

A  jib  crane  of  the  top-braced  type  may  be  installed  in 
doors  when  there  is  sufficient  headroom  and  may  be  used 
in  the  same  service  as  a  bracket  crane  or  a  bottom-braced 
jib  crane.  It  may  also  be  used — when  provided  with  proper 
means  of  support — in  outdoor  service  at  industrial  plants 
for  handling  or  loading  heavy  materials,  or  in  small  out 
lying  railroad  yards  for  occasional  service  in  transferring 
heavy  objects  such  as  might  be  handled  by  an  overhead 
crane  or  a  gantry  crane  at  the  larger  yards. 

This  type  of  crane  is  made  with  jibs  upward  to  about 
25  ft.  or  30  ft.  in  length  and  having  a  capacity  upward  to 
about  10  tons.  Proportions  of  some  cranes  of  this  type  are 
given  in  the  following  table : 


COLUMN  JIB  CRANE— TOP-BRACED  TYPE 


Capacity, 
Tons 

l'.'.'.'. 
2.... 

2 

3 

3.  ... 


Length 

of  Jib 

Ft.     In 


11 
13 
11 
19 
11 
19 


. 
2V, 


8 'A 


Effective 
Radius 
Ft.  In. 


10 
18 
10 
18 
10 
18 


Height 
of  Jib 
Ft.  In. 


8 
8 
9 

9 

10 
10 


Hei.eht 
of  Mast 
Ft.  In. 


13 
13 
14 
16 

15 
17 


Top  and  Back-Braced  Type 

The  top  and  back-braced  type  of  jib  crane  is  similar  in 
construction  to  the  top-braced  type  except  that  the  jib 
extends  some  distance  back  of  the  column  or  mast  and 


serves  as  a  strut  for  truss-rods  extending  from  the  top  of 
the  column  to  its  base. 

This  type  of  machine  is  especially  adapted  to  outdoor 
service  but  the  smaller  sizes  may  be  utilized  indoors  where 
there  is  sufficient  headroom.  When  designed  for  outdoor 
service  it  is  a  combination  of  a  jib  crane  and  a  derrick. 
The  column  or  mast  is  supported  by  guys  or  by  stiff-legs 
in  a  manner  similar  to  that  employed  in  derrick  construc 
tion.  When  possible  the  guys  or  stiff-legs  should  be  in 
stalled  so  that  the  jib  may  swing  in  a  complete  circle. 

Many  jib  cranes  of  this  type  are  equipped  only  with  an 
ordinary  trolley  and  hoist  as  in  the  other  smaller  types 
of  bottom-braced  and  top-braced  jib  cranes.  They  are 
made  with  jibs  upward  to  about  50  ft.  in  length  and  in 
capacities  ranging  upward  to  25  tons  for  general  service 
and  arc  used  for  handling  lumber,  logs  and  similar  ma 
terials.  The  following  table  gives  some  proportions  of 
the  smaller  sixes  of  commonly  used  jib  cranes  of  this  type: 

COLUMN  JIB  CRANE— TOP  AND  BACK-BRACED  TYPE 


Capacity, 
Tons 

3 

3.... 
4.  .  .  . 

4.  ..  . 
5 

5.  ..  . 
6...  . 

6.  .  .  . 


Length 

of  Jib 

Ft.     In. 


17 
32 
18 
33 
18 
33 
18 
33 


Effective 
Radius 
Ft.  In. 


15 
30 
15 
30 
15 
30 
15 
30 


Height 
of  Jib 
Ft.    In. 
13       3 


Height 
of  Mast 
Ft.  In. 


18 
13 
18 
13 
18 
14 
19 


17 
24 
17 
24 
17 
24 
17 
24 


Cranes  of  this  type  are,  however,  made  with  extremely 
long  jibs  for  light  work  such  as  handling  sugar  cane, 
sometimes  having  a  jib  or  boom  with  an  effective  radius 
up  to  100  ft.  with  a  capacity  of  about  6  tons  at  that  radius. 
A  jib  of  this  great  length  equipped  with  a  trolley  traversing 
its  entire  length  and  having  full  circle  operation  gives  such 
a  crane  a  very  wide  range  and  makes  it  a  very  efficient 
machine  in  the  class  of  light  work  to  which  it  is  adapted. 

Cranes  of  this  type  are  extensively  used  in  storage 
yards,  particularly  at  sugar  mills  for  handling  sugar  cane 
with  a  sling  or  with  an  automatic  grapple.  They  may  be 
rotated  by  hand  but  generally  are  equipped  with  a  bull- 
wheel  or  with  self-slewing  gear  as  used  on  a  derrick. 

Steam-Hydraulic  Balanced  Jib  Crane 

The  steam-hydraulic  balanced  jib  crane — so  called  be 
cause  the  weight  of  the  jib  is  balanced  by  the  moving 
lifting-cylinder  of  a  steam-hydraulic  hoisting  apparatus — 
is  used  chiefly  in  foundries  where  its  delicate  control  fea 
ture  makes  it  especially  desirable  for  setting  large  cores, 
or  for  handling  molds  or  ladles  of  molten  metal.  The 
crane  structure  consists  of  a  column  or  mast  supporting 
an  inclined  brace  and  a  movable  jib.  The  jib  carries  a 
trolley  or  traveler  which  is  racked  across  the  jib  by  means 
of  a  hand  chain.  The  hoisting  hook  is  rigidly  fixed  to  the 
trolley  and  the  load  is  raised  or  lowered  by  moving  the 
jib  itself  instead  of  moving  the  hook  as  on  other  types 
of  jib  cranes.  The  jib  is  suspended  by  four  chains,  two 
at  each  end,  the  chains  from  the  outer  end  of  the  jib  pass 
ing  over  sheaves  on  the  end  of  the  inclined  braces,  and  the 
chains  from  the  inner  end  passing  over  sheaves  on  the 
mast.  All  four  of  these  chains  are  also  used  to  suspend 
the  lifting-cylinder  of  the  hoisting  apparatus.  They  are 
connected  with  the  upper  end  of  the  cylinder,  either  being 
attached  directly  to  it  or  passing  around  sheaves  secured 
to  the  top  of  it.  The  chains  are  arranged  so  that  the  cylin 
der  always  tends  to  hang  plumb  regardless  of  the  posi 
tion  of  the  load  on  the  jib. 

The  steam  or  air  supply  line  is  piped  to  a  closed  cylinder 
or  pressure  tank  placed  in  any  convenient  location  in  the 


174 


HOISTING    MACHINERY 


CRANES 


175 


ground  near  the  crane,  or  upon  the  crane  itself.  From 
the  bottom  of  this  cylinder  a  pipe  passes  through  the  bed 
plate  of  the  crane  and  connects  with  a  U-shaped  stuffing- 
box  in  the  bottom  of  the  mast.  A  control  valve  is  placed 
in  this  pipe,  near  the  ground  cylinder  within  easy  reach 
of  the  operator.  The  piston-rod  of  the  lifting-cylinder  is 
hollow  and  its  lower  end  is  fastened  to  a  projection  of 
the  bottom  gudgeon  of  the  mast  pivot,  the  passage-way 
being  continued  through  the  gudgeon  projection  and  con 
necting  with  the  stuffing-box  in  the  mast.  From  the 
stuffing-box  the  passage-way  leads  out  through  the  pipe  in 
the  bed  plate  and  connects  with  the  ground  cylinder.  The 
ground  cylinder  is  filled  with  water  to  within  12  or  18 
inches  of  the  top,  the  space  above  the  water  being  occu 
pied  by  air.  In  this  type  of  hoist  the  piston  is  fixed  in  an 
upright  position  and  the  lifting  cylinder  moves  up  and  down 
upon  it. 

To  operate  the  crane,  steam  is  admitted  to  the  top  of 
the  ground  cylinder  through  a  slide  valve  and  is  spread 
with  a  circular  motion  over  the  air  by  means  of  a  baffle 
plate.  The  air,  being  heavier  than  the  steam,  keeps  its 
place  next  to  the  water  and  acts  as  a  cushion  to  take  up 
any  vibrations  of  the  load  giving  a  very  delicate  control 
and  also  preventing  the  steam  from  coming  in  contact  with 
the  water  and  condensing.  The  water  takes  the  same  pres 
sure  as  the  steam,  and,  passing  to  the  lifting  cylinder,  its 
force  is  exerted  in  the  space  between  the  lower  side  of  the 
fixed  piston  and  the  lower  head  of  the  moving  cylinder, 
thus  pressing  the  cylinder  down  on  the  piston-rod  and  lift 
ing  the  jib  and  its  load.  The  speed  at  which  the  crane 
operates  depends  on  the  size  of  the  opening  in  the  connec 
tion  between  the  two  cylinders  and  this  is  regulated  by  the 
control  valve  so  that  the  speed  may  be  varied  or  the  load 
may  be  held  suspended  at  any  point.  To  lower  the  load, 
the  steam  valve  is  moved  to  the  exhaust  position,  which 
relieves  the  pressure  on  the  water  and  allows  it  to  flow 
back  into  the  ground  cylinder  by  gravity.  This  permits 
the  lifting  cylinder  to  move  upward  on  the  piston-rod,  thus 
lowering  the  jib. 

Compressed  air  may  be  used  instead  of  steam  and  when 
this  is  done  oil  may  be  used  instead  of  water  if  desired. 
Both  air  and  steam  may  be  piped  to  the  ground  cylinder 
so  that  if  from  any  cause  the  supply  from  one  source 
should  fail,  the  closing  of  one  valve  and  the  opening  of 
another  will  permit  a  change  in  power.  The  same  water 
is  used  indefinitely,  as  none  is  consumed  in  the  operation 
of  the  crane.  Anti-freezing  mixtures  such  as  glycerine, 
wood  alcohol,  or  chloride  of  calcium  may  be  added  to  the 
water  to  prevent  it  from  freezing  in  the  cylinders  in  cold 
weather. 

Cranes  of  this  type  are  made  in  capacities  ranging  up 
ward  to  about  20  tons  and  have  jibs  upward  to  about  30  ft. 
in  length. 

Pillar   Cranes 

The  pillar  crane  is  a  rotating  type  of  crane  largely  used 
on  railroad  freight  platforms  and  in  railroad  and  industrial 
yards  for  loading  and  unloading  materials  and  for  general 
lifting  purposes  within  a  limited  area.  It  may  also  be 
installed  indoors  and  used  for  many  of  the  same  purposes 
as  the  jib  crane  but  rarely  is  used  in  such  service.  It  con 
sists  of  a  self-supported  rotating  pillar  or  mast  which 
supports  an  inclined  jib  or  boom  secured  at  the  base  of 
the  pillar. 

In  the  usual  type  of  construction  the  pillar  is  circular 
in  form.  It  is  either  a  steel  casting  or  is  of  steel  plate  of 
large  diameter  at  the  bottom  and  tapering  toward  the  top. 


It  is  pivoted  on  a  bearing  resting  on  a  cast  iron  base  set 
in  concrete  or  bolted  to  a  pier.  The  pillar  is  held  in  an 
upright  position  by  a  tension  rod  secured  to  the  base  and 
extending  up  through  the  pillar  to  a  mast  top  casting. 
The  boom  may  be  straight,  or  may  be  curved  at  the  upper 
end,  which  gives  a  somewhat  wider  clearance  for  a  load 
which  it  may  be  desired  to  raise  to  a  high  position.  These 
booms  may  be  made  of  a  single  I-beam  member ;  of  I-beams 
or  channels  with  the  lattice  type  of  construction  or  they 
may  be  built  in  the  box  type  of  structure  employed  in 
the  construction  of  crane  bridges. 

The  most  commonly  used  pillar  cranes  have  the  boom 
fixed  in  a  rigid  position,  by  means  of  tie-rods  extending 
from  the  outer  end  of  the  boom  to  the  mast  top  casting, 
and  having  the  hoisting  tackle  reeved  at  the  outer  end. 
This  makes  a  fixed  radius  of  action  which,  with  the  circular 
movement  of  the  end  of  the  boom  as  the  mast  is  rotated, 
gives  a  considerable  range  for  useful  work.  It  is,  how 
ever,  desirable  sometimes  to  change  the  inclination  of  the 
boom  so  that  the  radius  of  action  may  be  varied.  This  is 
accomplished  by  hinging  the  foot  of  the  boom  to  the  base 
of  the  mast  and  using  a  topping-lift,  as  in  derrick  con 
struction,  instead  of  using  the  rigid  tie-rods  generally  em 
ployed  in  a  machine  of  this  type. 

Most  pillar  cranes  are  hand  operated,  being  equipped  with 
a  hoisting  winch,  a  one-drum  winch  being  used  with  a 
fixed  boom  and  a  two-drum  winch  with  a  variable  radius 
boom— one  drum  for  hoisting  the  load  and  one  for  operating 
the  topping  lift.  Usually  the  winch  is  installed  on  the  boom 
near  the  base  of  the  mast.  They  are  also  frequently 
equipped  with  air  hoists,  or  with  electric  power  mounted 
on  a  platform  which  rotates  with  the  mast.  Pillar  cranes 
of  this  type  are  also  generally  equipped  with  self- 
slewing  gear. 

This  type  of  crane  ranges  in  capacity  up  to  about  30 
tuns  with  a  radius  of  action  up  to  about  30  ft.  The  follow 
ing  table  gives  the  proportions  of  some  commonly  used  sizes 
of  pillar  cranes. 


PILLAR    CRANES 


Maximum 


Minimum 


f  

_A  

\ 



j 

HP 

irht 

Capacity, 

Radius 

Lift  ' 

Radius 

Li 

fP    of  Pi  I  Jar 

Tons 

Ft. 

Ft. 

In. 

Ft. 

In. 

Ft. 

In. 

Ft. 

In. 

1  

15 

12 

8 

9 

(1 

15 

5 

9 

8 

1  

30 

25 

0 

18 

0 

32 

10 

9 

8 

2  

..  .   15 

12 

5 

9 

0 

15 

2 

9 

8 

i.  . 

30 

25 

0 

18 

0 

32 

7 

9 

6 

5  

15 

11 

9 

9 

0 

15 

6 

9 

6 

5 

30 

25 

0 

18 

0 

32 

8 

9 

6 

10  

15 

11 

0 

9 

0 

13 

2 

9 

6 

10  

30 

25 

0 

18 

0 

31 

7 

9 

6 

15  

...   15 

10 

6 

9 

0 

12 

11 

9 

6 

15  

30 

25 

0 

18 

0 

31 

6 

14 

7 

20  

15 

10 

0 

9 

0 

12 

3 

9 

6 

20  

30 

25 

0 

18 

0 

30 

3 

14 

7 

25  

15 

9 

9 

9 

0 

11 

9 

14 

7 

25  

30 

25 

0 

18 

0 

30 

10 

14 

7 

30  

15 

9 

6 

9 

0 

11 

6 

14 

7 

30  

30 

25 

0 

18 

0 

30 

7 

20 

3 

Pillar-Jib  Cranes 

The  pillar-jib  crane  is  a  combination  of  the  horizontal 
jib  and  the  self-supported  rotating  pillar  or  mast.  As  on 
column  jib  cranes  the  jib  may  be  bottom-braced  or  top  and 
back-braced.  To  give  additional  stability  a  counterweight 
is  often  placed  on  the  extended  rear  end  of  the  jib.  This 
type  of  crane  may  be  adapted  to  any  service  in  which  the 
two  parent  types  are  used  and,  having  the  traveler  or  trolley 
on  the  jib,  combines  the  advantages  of  the  jib  crane  with 
the  self-supporting  feature  of  the  pillar  crane.  This  feature 
permits  its  installation  in  any  desired  location  without 


176 


HOISTING    MACHINERY 


Electric   Pillar  Jib   Crane 


Skeleton-Platform   Jib    Crane 


Bottom-Braced   Electric  Jib   Crane  with   Self-Slewing   Gear 


Portable    Electric    Stacking    Crane 


Electric  Walking  Boom-Jib   Crane 


Electric  Walking  Jib   Crane 


CRANES 


177 


lys  or  other  methods  of  supporting  the  top 
made  in  the  same  capacities  as  the 


recourse  to  guys 
of  the  crane. 

Pillar-jib  cranes  are  maue  in  uie  same  <_aijaLiin.:>  aa  mt 
two  other  types  and  may  be  operated  by  hand,  air,  steam 
or  electric  power. 


Portable  Jib  and  Pillar  Cranes 

The  smaller  sizes  of  the  various  types  of  jib  and  pillar 
cranes  are  sometimes  installed  on  a  platform  mounted  on 
wheels  so  that  they  may  be  moved  from  place  to  place. 
They  may  be  equipped  either  with  flanged  wheels  and  travel 
on  rails  or  with  wheels  having  a  flat  tread  and  travel  on 
any  solid  flat  surface. 

This  permits  their  use  in  various  parts  of  a  yard  or  a 
shop  where  the  volume  of  work  required  in  any  particular 
location  is  not  great  but  where  lifting  is  necessary  at  widely 
separated  points.  The  faculty  with  which  a  crane  of  this 
type  may  be  moved  will  soon  offset  the  additional  cost  of 
the  mounting. 

They  are  used  in  terminals  or  warehouses  for  handling 
freight;  in  machine  shops,  foundries,  or  power  plants,  for 
handling  heavy  pieces;  or  in  the  yards  of  industrial  plants 
for  any  light  service.  They  may  also  be  mounted  on  a 
flat  car  on  a  steam  or  electric  railroad  and  used  in  rail 
road  service. 

Counterweight 

On  the  most  common  types  of  portable  cranes,  the  boom 
or  jib  is  fixed  at  a  constant  radius  and  its  weight  and  the 
weight  of  the  load  is  counterbalanced  by  a  weight  installed 
on  an  extended  platform  at  the  base  of  the  mast  or  on  the 
rear  extension  of  the  jib — when  the  horizontal  jib  is  used. 
This  counterweight  is  sometimes  mounted  on  small  wheels 
traveling  on  a  runway  so  that  it  may  be  moved  toward  or 
away  from  the  mast  to  counterbalance  either  a  light  load 
or  a  heavy  load  at  the  end  of  the  boom.  At  any  given 
radius  of  the  boom  or  jib  the  capacity  of  a  crane  of  this 
type  is  determined  by  the  relative  location  of  the  counter 
weight  on  the  runway. 

On  many  of  these  portable  types  of  cranes  the  entire 
crane  structure  revolves  on  a  turntable  resting  on  the  plat 
form.  The  platform  may  be  mounted  on  flanged  wheels 
and  travel  on  rails  or  may  have  wheels  with  a  plain  tread 
and  travel  on  any  solid  flat  surface.  They  are  equipped 
with  hand,  air,  or  electric  power  for  hoisting  and  range  in 
capacity  upward  to  about  S  tons.  This  insures  a  perfect 
counterbalancing  of  the  load  and  prevents  the  crane  from 
toppling  over. 

Work-Car  Crane 

The  type  of  pillar  crane  or  the  jib-pillar  crane  gen 
erally  used  on  freight  platforms  or  in  other  fixed  locations 
is  also  frequently  mounted  on  a  standard  gage  railroad  flat 
car  and  used  in  wrecking  service  or  other  work  along  the 
line  as  may  be  required.  The  height  of  the  pillar  and  the 
length  of  the  boom  or  the  jib  is  limited  by  the  railroad  line 
clearances. 

Skeleton-Platform 

A  special  type  of  portable  crane  adapted  to  handling 
small  but  heavy  pieces  is  provided  with  a  rigid  curved 
one-piece  boom  and  mast  mounted  on  a  low  skeleton  plat 
form  carried  on  small  wheels.  The  boom  curves  directly 
over  the  platform  so  that  the  weight  of  the  load  will  not 
topple  the  crane.  The  hoist  hook-— usually  attached  to  a 
sheave  block  carried  by  a  chain — is  suspended  from  the  end 
of  the  curved  boom.  The  hoisting  chain  runs  over  a  series 
of  sheaves  on  the  boom  and  thence  to  the  hoisting  apparatus 


— generally  a  geared  type  of  winch — near  the  foot  of  the 
mast.  One  pair  of  wheels  is  pivoted  and  provided  with 
a  handle  by  which  the  crane  may  be  drawn  about  and 
turned  as  desired  to  handle  the  load. 

These  cranes  are  especially  adapted  for  use  in  machine 
shops  as  the  low  skeleton-platforms  will  easily  pass  under 
the  standards  of  a  lathe  and  many  other  types  of  machines 
used  in  finishing  materials.  This  makes  it  possible  to  bring  a 
heavy  casting  close  up  to  a  machine  and  hold  it  suspended  on 
the  jib  hoist  until  it  has  been  adjusted  to  the  machine  ready 
for  operation. 

Skeleton-platform  jib  hoists  arc  made  in  capacities  upward 
to  3  tons  or  more  and  range  in  height  upward  to  about 
10  ft.  or  12  ft. 

Approximate  sizes  and  capacities  of  some  cranes  of  this 
type  are  given  in  the  following  table : 

SKEI.KTOX   PLATFORM   JIB  HOIST 


Capacity 
Tons 

Maximum 
Height  of  Lift 
Ft.           In. 

5                  4        

Crane  Jib 
Overall  Height 
Ft.           In. 
6             6 

6 

i      

7 

6 

4 
5 
6'/, 
4 
10 

?'/ 

7 

3 

8 

8 

4 

9 

^ 

8 

2      

9 

1 

10 

0      

11 

3 

.    11 

6      . 

.    12 

Stacking  Jib  Crane 

Another  special  type  of  portable  crane  is  designed  for 
use  in  warehouses  for  handling  and  stacking  bales,  bags, 
or  other  material  of  uniform  size.  This  type  of  crane  is 
provided  with  a  high  curved  jib  or  boom  pivoted  on  a 
short  rigid  mast  fixed  to  a  base  secured  to  the  platform  of 
a  hand  propelled  truck.  The  power  unit— usually  electric 
power — is  carried  on  the  truck  and  supplied  with  current 
from  a  plug-in  connection  provided  at  various  points  on 
the  building  service  line.  The  booms  range  in  height  up 
ward  to  about  20  ft.  and  in  capacity  up  to  about  1  ton. 
In  order  to  permit  the  extremely  high  jib  of  some  of  the 
larger  sizes  of  such  cranes  to  pass  through  doorways  or 
under  low-hanging  trusses  or  other  obstructions  the  boom 
is  hinged  to  the  mast  so  that  it  may  be  lowered  to  a 
horizontal  position  while  moving  the  crane  to  a  desired 
location. 

Walking  Jib  Crane 

The  walking  jib  crane  is  a  self-propelled  type  of  portable 
or  traveling  jib  crane.  It  consists  of  a  structural  steel 
jib  supported  by  a  short  mast  or  column  and  equipped  with 
a  crane  trolley  and  hoisting  mechanism.  It  is  mounted  on 
a  two-wheel  truck  or  carriage  which  also  carries  the  oper 
ating  mechanism.  The  truck  travels  on  a  monorail  and  is 
supported  at  the  top  by  one  or  two  small  wheels  secured 
to  the  top  of  the  crane  structure  and  resting  against  an 
upper  rail  or  runway  secured  to  the  shop  building.  It  is 
electrically  operated,  the  motors  being  mounted  on  the 
crane  structure  and  supplied  with  electric  current  through 
wheels  held  in  contact  with  an  overhead  power  circuit. 
The  crane  jib  is  rotated  by  means  of  a  slewing  gear  at 
the  foot  of  the  mast.  The  operation  of  the  crane  is  con 
trolled  from  a  platform  on  the  side  of  the  crane  structure 
or  from  an  operator's  seat  mounted  on  the  carriage.  This 
type  of  crane  is  made  in  capacities  ranging  up  to  7  tons 
or  10  tons  and  is  used  largely  in  machine  shops  or  erecting 
shops  for  handling  heavy  parts  and  may  also  be  adapted 
to  other  general  indoor  service. 

A  pillar  or  a  jib  crane  mounted  in  this  manner  will  serve 


178 


HOISTING   MACHINERY 


CRANES 


179 


for  many  of  the  same  purposes  as  a  small  locomotive 
crane  but  of  course  not  being  self-propelled  is  not  so. 
mobile  in  manufacturing  plants  requiring  a  portable  crane. 
Another  simpler  form  of  walking  jib  crane  for  lighter 
work  has  an  inclined  boom  instead  of  the  horizontal  jib 
The  boom  is  provided  with  hoisting  tackle  reeved  through 
sheaves  at  the  outer  end  of  the  boom  and  wound  on  a 


drum  on  the  mast.  It  is  operated  by  an  electric  motor 
installed  on  the  mast.  This  crane  is  carried  on  a  two- 
wheel  truck  traveling  on  a  monorail  and  is  supplied  with 
power  by  an  overhead  contact  with  a  power  circuit.  It  is 
used  in  the  same  class  of  service  as  the  larger  horizontal 
type  of  \\alking  jib  crane  but  generally  is  made  in  smaller 
sizes  fur  lighter  work. 


Locomotive  Cranes 


Locomotive  cranes — so  called  because  self-propelled— 
have  been  developed  to  a  high  state  of  efficiency  and  are 
extensively  used  in  outdoor  operations  requiring  the  use 
of  a  hoisting  machine.  Originally  they  were  designed  only 
to  travel  on  railroad  track  and  were  used  only  in  railroad 
work.  They  generally  were  provided  with  a  single  hoisting 
line  equipped  with  a  fall-block  and  were  used  chiefly  for 
raising  heavy  loads  as  in  wrecking  work  or  in  other  rail 
road  operations  where  heavy  lifting  was  necessary.  They 
now  are  used  much  more  extensively  in  railroad  work  and 
also  have  been  adapted  to  general  use  at  industrial  plants ; 
on  wharves  and  at  terminals  for  handling  freight ;  in  con 
struction  operations ;  in  excavation  work ;  and  for  many 
other  purposes. 

They  range  in  capacity  upward  to  160  tons  and  may  be 
equipped  witli  a  plain  fall-block  for  general  lifting  with  a 
hook,  with  slings,  tongs  or  similar  accessories;  with  the 
various  types  of  grab  buckets  or  drag-line  buckets  for 
handling  loose  materials  and  for  excavation  work  ;  or  with 
an  electric  magnet  for  handling  metals.  Many  locomotive 
cranes  are  so  designed  that  power-shovel  or  pile-driver 
attachments  may  be  installed  and  the  crane  used  in  such 
service. 

Usually  locomotive  cranes  not  only  have  sufficient  pro 
pelling  power  to  move  the  machine  itself  but,  when  travel 
ing  on  rails,  may  also  be  used  for  hauling  and  switching 
purposes. 

Construction 

Modern  locomotive  cranes  are  a  type  of  rotary  crane 
consisting  of  a  hinged  boom  similar  to  that  of  a  derrick; 
a  mast  or  other  type  of  structure  similar  to  that  of  a  pillar 
crane,  to  provide  a  firm  base  for  the  boom  and  a  connection 
for  the  topping  lift;  and  a  power  plant  installed  on  a  turn 
table  operated  by  a  rotating  mechanism — also  installed  on 
the  turntable.  These  parts  are  carried  on  a  flat  rectangular 
frame  or  car  body  mounted  on  wheels  and  propelled  by  a 
travel  mechanism  operated  by  the  power  plant  installed  on 
the  turntable.  The  frame  and  the  turntable  usually  are 
ballasted  by  means  of  counterweights  of  concrete  or  iron 
thereby  adding  to  the  stability  of  the  crane  structure  when 
it  is  rotated  under  load.  The  details  of  construction  must 
be  varied  to  suit  the  particular  class  of  service  for  which  the 
crane  is  designed.  The  general  details  of  the  crane  structure, 
however,  are  practically  similar  for  each  of  the  various 
classes. 

The  Trucks 

The  trucks  or  wheels  on  which  locomotive  cranes  are 
mounted  vary  with  the  type  of  machine  and  the  service 
required  of  it.  The  most  common  type  of  crane  is  mounted 
on  trucks  similar  to  those  used  under  railroad  cars  and 
travels  on  railroad  track.  A  four-wheel  truck  generally 
is  used  for  cranes  of  light  capacities,  up  to  about  IS  tons, 
and  double  trucks — two  four-wheel  trucks — for  cranes  of 
heavier  capacity.  Other  types  of  cranes  may  be  mounted 
on  wheels  having  a  plain  tread  to  travel  on  a  smooth  sur 
face;  may  have  tractor  wheels — crosswise  projections  on 
the  wheel  face — and  travel  on  rough  or  soft  ground ;  or 


may  he  partly  or  entirely  mounted  on  creeper  trucks— 
a  wide,  flat,  sectional  wheel  face— and  travel  over  rough 
or  yielding  ground. 

Car  Frame 

The  superstructure  of  a  locomotive  crane  is  carried  on 
a  rectangular  frame  or  car  body.  The  essential  features 
of  frame  construction  are :  adequate  strength  to  sustain 
the  loads  and  stresses  imposed  upon  it ;  suitable  arrange 
ment  of  parts  to  allow  convenient  installation  and  operation 
of  the  rotating  structure ;  and  sufficient  weight  to  and  dispo 
sition  of  the  parts  to  assist  in  giving  stability  to  the  crane 
when  in  operation. 

Cranes  traveling  on  railroad  track,  particularly  those  of 
the  higher  capacities,  are  mounted  on  a  structure  very 
similar  in  construction  to  the  undcrframe  of  a  railroad  car. 
It  consists  of  a  structural  steel  frame  to  which  is  secured 
the  turntable  base,  the  large  gear  of  the  turntable  rotating 
mechanism,  and  parts  of  the  travel  or  propelling  mech 
anism. 

As  the  connection  between  the  car  frame  and  the  trucks 
of  an  eight-wheel  crane  is  made  by  means  of  a  center  pin 
only,  some  method  must  be  provided  to  steady  the  structure 
when  the  crane  is  in  use.  This  is  done  by  placing  wedges 
between  the  truck  bolsters  and  the  side  sills  of  the  car 
frame,  thus  stabilizing  the  crane  and  at  the  same  time 
transmitting  a  great  portion  of  the  load  to  the  axles  and 
the  wheels. 

Cranes  mounted  on  wheels  for  trackless  travel  may  have 
a  frame  built  up  of  structural  parts  similar  to  those  used 
on  cranes  built  for  rail  travel ;  may  have  a  cast  steel  frame ; 
or  may  have  a  wooden  frame  resting  on  cast  or  rolled 
metal  sills.  Cranes  of  the  trackless  type  are  provided 
with  some  form  of  steering  gear,  usually  similar  to  that 
used  on  motor  trucks. 

Travel  Mechanism 

The  crane  travel  mechanism  is  carried  on  the  underside 
of  the  car  frame  and  is  connected  with  the  power  plant 
installed  on  the  turntable,  by  a  series  of  gears,  or  by  a 
combination  of  gears  and  chain  drive.  It  may  be  either  of 
the  rigid  shaft  type  or  may  have  a  driving  shaft  of  the 
flexible  type. 

On  four-wheel  cranes  traveling  on  rails  the  travel  mech 
anism  commonly  u?ed  consists  of  a  bevel  pinion  at  the  lower 
end  of  a  vertical  shaft,  extending  down  through  the  car 
frame,  and  meshing  with  a  gear  on  a  horizontal  drive  shaft 
suspended  from  the  frame.  Bevel  pinions  on  each  end  of 
the  shaft  mesh  with  gears  on  the  truck  axles.  Both  axles 
are  driven  and  may  be  rotated  simultaneously  in  either  di 
rection. 

On  eight-wheel  cranes  designed  for  ordinary  service,  only 
the  inside  axle  on  each  truck  is  driven,  but  on  cranes  of 
very  heavy  capacity  or  when  maximum  tractive  effort  is 
desired,  the  travel  mechanism  may  be  designed  so  that  all 
four  axles  may  be  driven.  The  travel  mechanism  may  be 
of  the  long  horizontal  shaft  type  or  may  consist  of  a 
train  of  gears  mounted  on  short  horizontal  shafts  and  mesh- 


ISO 


HOISTING  MACHINERY 


Top  of  Eight- Wheel  Car  Frame  Showing  Slip-Ring  (Poised) 
and  Rail  Clamps 


Four-Wheel    Car    Frame    Showing    Straight    Shaft    Travel 
Mechanism  and  Stability  Wheels 


Rotating  Rack.     Slip-Ring  Type.     In-          Rotating  Rack.     Slip-Ring  Type.    Ex-         Rotating   Rack.     Fixed   Type.     Exter- 
ternal  Gear  Teeth  ternal  Gear  Teeth  nal  Gear  Teeth 


Underside    of    Eight-Wheel    Car    Frame    Showing    Flexible    Shaft 
Type   of  Travel  Mechanism 


Center  Portion  of  Eight-Wheel  Car  Frame  Showing 
Gear   Train   Type   of   Travel   Mechanism 


CRANES 


181 


ing  directly  with  the  gears  on  the  truck  axles.  Either  type 
may  be  rotated  in  either  direction  so  that  the  crane  travel 
may  be  reversed. 

In  the  long  shaft  driven  type  the  construction  is  similar 
to  that  used  on  four-wheel  cranes  except  that  the  horizontal 
shaft  usually  is  in  several  parts  connected  with  universal 
couplings.  This  type  of  shaft  construction  permits  the 
travel  mechanism  to  function  properly  regardless  of  the 
swiveling  of  the  trucks  when  the  crane  travels  on  curved 
or  uneven  tracks. 

In  the  gear  train  type  of  travel  mechanism — used  on  many 
eight-wheel  cranes — a  bevel  pinion  on  the  vertical  shaft 
drives  a  gear  train  mounted  on  short  horizontal  shafts  sup 
ported  in  a  cast  steel  frame  secured  to  the  car  frame. 
This  type  of  travel  mechanism  requires  that  the  trucks  shall 
be  spaced  so  that  each  end  of  the  gear  train  will  mesh  with 
the  gears  on  the  truck  axles.  The  teeth  on  the  axle  gears 
are  shaped  so  that  they  will  permit  the  movement  necessary 
when  the  trucks  swivel  on  curved  or  uneven  tracks.  Pro 
vision  is  made  to  throw  the  axle  gears  out  of  mesh  when 
the  crane  is  being  hauled  by  other  power,  thus  eliminating 
the  danger  of  stripping  the  gear  teeth. 

The  travel  mechanism  generally  used  on  locomotive 
cranes  not  intended  for  traveling  on  rails  and  having  plain 
wheels  or  tractor  wheels  consists  of  chain  belts  engaging 
driving  sprockets  secured  to  the  crane  truck  wheels — 
usually  the  front  wheels,  which  carry  the  greater  portion 
of  the  load  when  the  crane  is  in  use. 

On  cranes  having  the  creeper  type  of  trucks  the  drive 
consists  of  some  form  of  endless  rack  or  belt  to  the  outside 
of  which  the  sections  of  the  sectional  tread  are  secured. 
This  belt  is  driven  by  sprockets  installed  within  the  sec 
tional  tread  and  acting  directly  on  the  belt;  or  by  a  chain 
acting  on  the  truck  axle. 

The  Turntable 

The  turntable  or  rotating  base  of  the  crane  superstructure 
carries  the  entire  rotating  portion  of  the  crane,  which  in 
cludes  the  rotating  mechanism,  the  hoisting  mechanism  and 
the  power  plant— either  steam,  gasoline  or  electricity.  It  is 
carried  on  four  or  more  conical-shaped  steel  rollers  which 
either  are  secured  to  the  turntable  and  travel  on  a  circular 
path  on  the  upper  surface  of  the  large  rotating  gear ;  or 
the  upper  face  of  the  rotating  gear  is  recessed  and  the 
rollers  set  in  it,  the  under  surface  of  the  turntable  resting 
on  the  rollers.  It  should  be  so  constructed  as  to  insure 
adequate  strength  to  sustain  the  combined  weight  of  the 
machine  and  the  load  and  to  have  a  large  factor  of  safety 
to  guard  against  excessive  stresses  due  to  overloading.  It 
may  be  built  of  structural  steel  and  cast  steel  or  cast  iron 
parts;  may  be  of  structural  steel  with  concrete  filling;  or 
may  be  a  single  steel  casting. 

Each  of  these  methods  of  construction  has  some  advan 
tages  and  disadvantages :  The  use  of  structural  steel  parts 
supplemented  and  reinforced  by  cast  parts  and  by  concrete 
allows  more  freedom  in  the  design  of  each  of  the  various 
parts  to  suit  its  particular  function  and,  in  case  of  failure 
of  any  part  it  usually  may  be  repaired  with  little  difficulty 
and  at  a  small  cost.  A  multiplicity  of  small  parts,  however, 
requires  the  use  of  a  large  number  of  bolts  and  rivets 
which  may  become  loosened,  causing  a  disalinement  of 
parts  and  possibly  injury  to  the  rotating  mechanism  or  to 
the  hoisting  mechanism. 

A  single  large  casting  greatly  reduces  the  number  of 
parts  to  be  provided  for  and  permits  the  elimination  of  a 
great  number  of  bolts  and  rivets  which  would  cause  trouble 
should  they  become  loosened.  In  case  of  failure  of  any 


part  of  the  base,  however,  the  added  difficulties  of  making 
repairs  would  be  considerable. 

Rotating    Mechanism 

The  rotating  mechanism  of  a  locomotive  crane  is  mounted 
on  side  frames  resting  on  the  turntable.  It  consists  of  a 
series  of  gears  operating  a  vertical  shaft  to  which  is 
attached  the  rotating  pinion  meshing  with  a  large  rotating 
gear — either  a  fixed  circular  rack  or  a  toothed  slip-ring, 
sometimes  as  much  as  9  ft.  in  diameter— secured  to  the  car 
frame  or  simply  resting  on  a  machined  bed. 

Rack  Rotating  Gear 

The  circular  rack  type  of  rotating  gear  is  used  extensively 
on  locomotive  cranes.  The  common  form  of  construction 
is  a  cast-steel  gear  of  large  diameter,  secured  to  the  bed  of 
the  car  frame. 

One  form  of  gear  has  a  machined  path  for  the  turntable 
rollers  on  its  surface.  The  teeth  may  be  on  either  the  out 
side  or  inside  of  its  circumference. 

Another  type  of  rack  rotating  gear  has  a  recess  in  its 
upper  surface  in  which  the  rollers  are  secured  instead  of 
being  attached  to  the  turntable.  A  roller  path  is  provided 
on  the  under  surface  of  the  turntable  and  the  parts  are 
held  in  alinement  by  means  of  an  interlocking  jib-ring. 

These  gears  mesh  with  the  rotating  pinion  secured  to  a 
vertical  shaft  extending  upward  through  the  turntable  base 
and  having  a  bevel  gear  on  its  upper  end  meshing  with 
similar  gears  on  a  horizontal  drive  shaft.  The  rotating 
movements  are  controlled  by  means  of  various  types  of 
clutches  and  slipping  devices  designed  to  absorb  the  shocks 
due  to  sudden  starting  or  stopping  of  the  crane. 

Slip-Ring  Rotating  Gear 

A  slip-ring  type  of  rotating  gear  is  used  on  many  loco 
motive  cranes  to  absorb  the  shocks  incident  to  sudden 
starting  or  stopping  of  the  rotating  structure.  This  ring 
may  be  made  of  rolled  steel  or  may  be  a  steel  casting, 
resting  on  a  machined  seat  on  the  bed  casting  secured  to 
the  car  frame.  It  has  gear  teeth — either  on  the  outside  or 
the  inside  of  the  ring — which  mesh  with  a  pinion  on  the 
crane  rotating  mechanism.  It  is  held  concentric  with  the 
center  pin  on  the  bed  casting  of  the  rotating  mechanism  but 
is  free  to  turn  in  either  direction.  The  upper  surface  of 
the  ring  serves  as  a  path  for  the  turntable  rollers  on  which 
the  crane  superstructure  rotates,  the  entire  weight  of  the 
rotating  crane  being  imposed  on  the  ring.  The  friction 
thus  set  up  between  the  under  surface  of  the  slip-ring  and 
the  bed  casting  is  sufficient  to  insure  efficient  action  of  the 
rotating  gear,  but  when  the  force  due  to  sudden  rotation 
or  stopping  of  the  crane  becomes  excessive  the  ring  slips 
on  its  seat  and  this  slight  movement  prevents  injury  to  the 
crane  structure. 

Boom  Slewing  Engine 

A  small  boom  slewing  engine  is  sometimes  installed  on 
the  turntable  and  used  as  an  auxiliary  to  the  crane  rotating 
mechanism  when  the  crane  is  used  to  handle  very  heavy 
loads  with  a  long  boom.  This  materially  lessens  the  strains 
imposed  on  the  structure  when  slewing  the  boom. 

The  Boom 

The  booms  of  locomotive  cranes  are  made  in  various 
lengths  ranging  upward  to  70  ft.  or  80  ft.  for  general  serv 
ice  and  to  160  ft.  or  more  for  special  service.  Various 
types  of  construction  are  used  depending  on  the  capacity 
required  and  the  radius  of  action  desired.  They  may  con- 


182 


HOISTING    MACHINERY 


Single  Hoisting  Drum 


Boom    Hoisting    Drum 


Double  Hoisting  Drum 


Intermediate   Shaft,   Gear   and   Clutch 


Turntable   of   Locomotive    Crane   Showing  Rotating  Mech 
anism  and  Hoisting  Drums 


Turntable  of  Locomotive  Crane  Showing  Hoisting  Drums, 
Rotating  Mechanism   and   Clutch 


CRANES 


183 


sist  of  a  single  piece,  or  may  be  made  in  a  telescopic  or 
cantilever  form  so  that  they  may  be  lengthened  or  short 
ened  as  desired. 

Booms  designed  for  light  service  within  a  small  area 
may  be  constructed  of  wood  reinforced  with  iron  fittings 
and  sometimes  with  boom  truss-rods  ;  may  be  single  I-beams 
of  adequate  section;  or  may  be  built  up  of  light  I-bcams  or 
channels  reinforced  with  plate  or  lattice  cross  members. 
This  latter  type  of  boom,  when  constructed  of  heavy  ma 
terial,  may  also  be  used  on  cranes  of  heavy  capacities  op- 
crating  over  a  greater  area.  The  most  common  and  most 
efficient  type  of  boom  for  heavy  service  and  long  radius 
is  of  rectangular  cross  section  and  is  constructed  of  four 
corner  angles  with  a  lattice  type  of  reinforcement,  some 
times  being  supplemented  by  plates  at  the  boom  end  and 
at  the  bottom.  Many  booms  of  this  type  are  provided  with 
a  removable  center  section  which  may  be  inserted  or  re 
moved  as  the  radius  of  action  required  for  the  work  may 
permit. 

Booms  arc  made  in  various  shapes  to  conform  to  the 
method  of  construction  or  to  provide  certain  clearances 
and  convenience  in  special  service.  The  smaller  sixes  of 
booms,  especially  those  constructed  of  wood  or  I-beams, 
are  generally  straight.  Those  of  the  lattice  type  of  con 
struction  generally  have  the  corner  angles  formed  to  a 
curve  so  that  the  cross  section  at  the  center  is  much  larger 
than  at  the  ends,  giving  a  truss  type  of  construction  which 
offers  the  greatest  resistance  to  collapse  under  load.  Most 
booms  are  built  on  a  straight  axis  but,  to  provide  the 
clearances  desired  in  some  special  operations  they  fre 
quently  have  either  a  curved  upper  end  or  a  goose-neck, 
to  permit  the  crane  to  operate  close  up  to  a  high  structure 
but  at  the  same  time  to  allow  a  comparatively  wide  radius 
of  action  without  lowering  the  boom.  Other  booms  have 
a  curved  section  at  the  bottom  so  that  a  crane  may  operate 
close  to  a  car,  or  a  pile  of  material,  or  a  low  structure, 
but  at  the  same  time  lower  the  boom  to  secure  a  wide 
radius  of  action.  The  boom  end  is  equipped  with  one  or 
more  sheaves  suitable  for  the  lines  required  to  operate  the 
hoisting  accessories  such  as  hooks,  grapples,  slings,  buckets, 
or  magnets. 

Hoisting  Mechanism 

The  hoisting  mechanism  of  the  locomotive  crane  consists 
of  the  load  hoist — a  form  of  hoisting  winch  having  one  or 
more  drums — and  the  boom  hoist.  The  drums  on  these 
hoists  generally  arc  made  of  cast  iron  and  arc  mounted 
on  shafts  resting  in  side  frames  which  usually  are  integral 
with  the  side  frames  of  the  rotating  mechanism.  In  some 
cases  these  drums  arc  supplemented  by  winch-heads  or 
small  drums  secured  to  extensions  on  the  various  shafts 
of  the  rotating  or  hoisting  mechanisms. 

Load   Hoist 

The  load  hoist  mechanism,  on  cranes  intended  only  for 
general  hoisting  purposes,  consists  of  a  train  of  gears  op- 
crating  a  single  drum  on  which  the  hoisting  line  is  wound 
as  the  load  is  raised  or  lowered.  A  crane  thus  equipped 
can  be  used  with  a  fall-block  having  a  hook  or  shackle, 
for  handling  material  with  slings  or  tongs ;  with  some 
forms  of  buckets  requiring  only  one  line ;  or  they  may  be 
used  for  handling  scrap  or  other  metals  with  an  electric 
lift  inn-  magnet. 

A  double  drum — and  frequently  also  an  auxiliary  drum 
on  an  independent  shaft — is  installed  on  cranes  used  for 
automatic  bucket  operations  or  for  other  service  requiring 
two  or  more  lines.  The  double  drum  is  mounted  on  a 


single  shaft  and  is  controlled  by  clutches  which  permit 
both  drums  to  be  operated  simultaneously,  or  independent 
of  each  other. 

Boom  Hoist 

The  common  type  of  boom  hoist  consists  of  two  small 
drums  secured  to  a  shaft  operated  by  a  worm  driven  gear. 
The  topping-lift  lines  are  wound  on  these  drums  and  permit 
the  hoisting  or  lowering  of  the  boom  simultaneously  with 
the  operation  of  the  load  hoisting  drums.  The  boom  hoist 
is  controlled  by  the  movement  of  the  worm,  but  some  type 
of  brake — usually  an  automatic  brake  of  the  band  type — is 
also  installed  as  a  safety  precaution. 

Clutches 

The  traveling,  rotating,  and  hoisting  mechanisms  of  loco 
motive  cranes  arc  controlled  by  various  types  of  clutches 
acting  on  the  various  parts  attached  to  the  drive  shafts  or 
to  the  drum  shafts.  They  may  be  of  the  metal  cone  sur 
face  friction  type ;  the  wedge  shaped  or  the  flat  surface 
friction  type,  having  friction  surfaces  of  metal  or  of  wood 
— sometimes  having  inserts  of  cork  set  in  the  contact  face ; 
may  be  of  metal,  lined  with  fabric  or  leather,  or  may  have 
metal  surfaces — sometimes  having  inserts,  composed  of 
material  having  a  high  coefficient  of  friction,  set  in  the 
contact  face ;  or  they  may  be  of  the  spring  type.  These 
clutches  are  operated  either  by  cams  or  toggles  controlled 
by  clutch  levers  within  easy  reach  of  the  crane  operator. 
In  addition,  most  cranes  are  provided  with  means  for 
throwing  the  driving  gears  out  of  mesh  so  that  the  opera 
tion  of  the  entire  mechanism  may  be  suspended. 

Brakes 

Friction  brakes  are  provided,  on  practically  all  locomo 
tive  cranes,  for  the  control  of  the  boom  hoist,  the  rotating 
mechanism,  and  the  travel  mechanism.  These  are  generally 
of  the  band  type — though  the  expansion  type  is  sometimes 
used — and  are  controlled  by  means  of  foot  or  hand  levers 
easily  accessible  by  the  crane  operator. 

In  addition  to  the  brakes  provided  to  control  the  travel 
mechanism  various  other  types  of  brakes  are  provided  to 
control  the  travel  of  locomotive  cranes,  particularly  those 
mounted  on  trucks  traveling  on  rails.  Those  cranes  used 
in  railroad  service  which  sometimes  are  coupled  to  rail 
road  cars  and  hauled  in  a  train  are  provided  with  standard 
ccuplers  and  air  brakes  and  the  trucks  are  fitted  with  brake 
rigging  conforming  to  M.  C.  B.  standards.  Other  cranes 
traveling  on  rails  but  never  used  in  a  train  may  be  equipped 
with  a  brake  controlled  by  the  crane  operator  which  may 
apply  brake  shoes  to  the  face  of  the  truck  wheels  or  may 
apply  some  other  form  of  friction  brake  to  the  truck  axles 
or  to  the  truck  drive  shaft.  Cranes  of  the  trackless  type 
are  provided  with  brakes  similar  to  those  used  on  motor 
trucks. 

Outriggers  and  Rail  Clamps 

Outriggers  of  various  forms  are  used  on  many  locomo 
tive  cranes,  to  supplement  the  ballast  or  counterweights 
and  the  wedges  used  between  the  truck  bolsters  and  the 
car  frame.  These  devices  are  particularly  necessary  on 
cranes  of  heavy  capacity,  in  order  to  impart  greater  sta 
bility  to  the  crane  structure  when  the  boom  is  operating 
on  cither  s:de  or  when  handling  very  heavy  loads  with  a 
long  radius  of  boom.  The  use  of  such  devices  increases 
the  lifting  capacity  of  cranes  from  10  per  cent  to  SO  per 
cent,  depending  on  the  length  of  the  boom  and  the  distance 
from  the  crane  center  to  the  bearing  point  of  the  outriggers. 

The   outriggers   may   consist   of   some   form   of  bracket 


184 


HOISTING  MACHINERY 


CRANES 


185 


secured  to  the  side  of  the  car  frame  by  hinges  or  held  in 
sockets;  or  they  may  be  formed  of  I-beams  telescoping 
under  the  car.  When  in  use  they  are  swung  outward  and 
supported  on  blocking  or  by  screw  jacks  resting  on  the 
blocking. 

In  another  form  of  outrigger,  known  as  the  stability- 
wheel  type,  the  crane  truck  axles  are  extended  and  wheels 
are  secured  to  the  ends.  These  wheels  run  on  an  additional 
rail  laid  on  either  side  or  both  sides  of  the  track  support 
ing  the  crane  trucks. 

Rail  clamps — generally  four  in  number — are  used  instead 
of  outriggers  on  cranes  of  light  capacity  and  sometimes 
are  also  used  on  those  of  heavy  capacity  having  outriggers. 
They  arc  secured  to  some  part  of  the  underframe  and 
clamp  over  the  rail  head,  thus  holding  the  crane  down  on 
the  rails. 

Power 

The  power  plant  is  installed  on  the  crane  turntable  on 
the  end  opposite  to  the  boom  and  thus  serves  also  as  a 
counterbalance  to  the  load.  The  type  of  power  used  varies 
with  the  service  required  and  the  location  in  which  the 
crane  is  to  be  operated.  It  may  consist  of  a  steam  boiler 
and  engine ;  a  gasoline  engine ;  or  electric  power. 

Steam   Cranes 

Steam  power  is  most  commonly  used  and  usually  consists 
of  a  twin-cylinder  engine  installed  on  the  turntable  and 
supplied  with  steam  by  an  upright  boiler  also  carried  on 
the  turntable.  Coal  is  generally  used  as  fuel  but  oil  has 
also  been  used  successfully.  Both  fuel  and  water  are  car 
ried  on  the  crane  structure. 

Steam  operated  locomotive  cranes  range  in  capacities 
upward  to  160  tons  and  are  equipped  with  booms  up  to 
about  170  ft.  in  length.  They  may  be  equipped  with  a  fall- 
block  and  hoisting  hook  and  used  with  a  sling,  with  grab- 
hooks,  tongs,  or  grapples ;  may  be  equipped  for  bucket 
operation ;  or  may  be  provided  with  an  electric  generator 
equipment — operated  by  steam  from  the  crane  power  plant 
— and  used  to  handle  an  electric  lifting  magnet. 

Cranes  thus  equipped  are  independent  of  any  outside 
source  of  power.  They  may  be  used  wherever  tracks  can 
be  provided  or  where  the  land  is  sufficiently  stable  to 
permit  the  trackless  types  of  steam  cranes  to  travel. 

They  may  also  be  provided  with  a  plug-in  connection  to 
an  electric  power  line  and  used  for  magnet  operation  with 
in  the  limits  of  the  conductor  cable. 

Gasoline  Cranes 

Gasoline  engines  have,  in  recent  years,  come  into  use  on 
locomotive  cranes.  They  generally  are  of  the  four-cylinder 
type  and  of  a  horsepower  adequate  to  the  capacity  of  the 
crane.  The  engine  and  the  gasoline  storage  tank  arc  car 
ried  on  the  turntable.  This  type  of  crane  may  be  mounted 
on  rails  or  may  be  of  the  trackless  type.  It  is  used  largely 
at  industrial  plants  or  at  power  houses  or  similar  opera 
tion.  It  may  be  equipped  with  a  hook  for  using  a  sling 
or  any  of  the  various  types  of  grab-hooks  or  tongs ;  may 
be  equipped  for  bucket  operation  ;  or  supplied  with  electric 
current  and  used  for  magnet  operation.  Like  steam  cranes, 
gasoline  operated  cranes  are  independent  of  an  outside 
source  of  power  and  may  be  used  in  similar  service.  They 
range  in  capacity  upward  to  about  15  tons. 

Electric  Cranes 

Electric  locomotive  cranes  generally  are  used  in  the 
yards  of  industrial  plants  or  railroads :  on  electric  railway- 
lines  ;  or  other  places  where  an  electric  power  circuit  is 
accessible.  The  electric  motors  are  mounted  on  the  crane 


turntable  and  are  supplied  with  current  through  a  contact 
with  a  third  rail  or  an  overhead  trolley  wire ;  or  through 
a  plug-in  connection  on  an  adjacent  power  line.  Elec 
trically  operated  locomotive  cranes  are  made  in  capacities 
ranging  upward  to  100  tons  and,  within  the  limitations  im 
posed  by  the  source  of  power,  may  be  used  in  the  same 
service  as  either  the  steam  crane  or  the  gasoline  crane. 
They  are  particularly  adapted  to  magnet  operation. 

In  some  cases  electric  cranes  of  light  capacity  obtain 
power  from  storage  batteries  carried  on  the  crane.  They 
then  have  a  wider  range  of  action  and  may  be  used  in 
any  location  to  which  they  may  travel. 

Approximate  capacities  of  locomotive  cranes  with  booms 
of  various  lengths  and  used  at  various  radii  arc  given  in 
the  following  table.  These  capacities  may  be  increased 
from  10  per  cent  to  40  per  cent  by  using  rail-clamps  or 
outriggers: 

LOCOMOTIVE  CRANES 


Weight 
of  Crane, 

Maximum 
Wheel 

Length 

Capacity  at  Various  Radii 
Without  Outriggers 

L__  J 

Coal,  \Vatcr, 

oaa 

15  ft. 

25ft. 

35ft. 

Lb. 

Lb. 

Ft.  In. 

Lb. 

Lb. 

Lb. 

184,000 

45.000 

40      0 

45,600 

23,400 

14.600 

to 

to 

to 

to 

to 

to 

186,000 

52.000 

60    0 

44,800 

19,700 

11.600 

125,000 

31.300 

31     5 

33,500 

17,800 

11,700 

to 

to 

to 

to 

to 

to 

126,000 

37.300 

48     3*/i 

31,500 

16,600 

10,500 

110,000 

28,000 

31     5 

22,600 

11,800 

7,500 

to 

to 

to 

to 

to 

to 

111,000 

33,500 

48     3'/, 

21,500 

10,600 

6,400 

96,000 

56,000 

31     5 

25,200 

13,300 

8,600 

to 

to 

to 

to 

to 

to 

97.000 

67,000 

.48     }'/, 

23.900 

12,000 

7,300 

89,000 

52,000 

31      5 

19,800 

10,200 

6,500 

to 

to 

to 

to 

to 

to 

90,000 

63,000 

48      3'/, 

18,600 

9,100 

5,400 

Wrecking  Cranes 

Wrecking  cranes  are  a  form  of  locomotive  crane,  very 
substantial  in  construction  and  ranging  upward  to  about 
160  tons  capacity.  They  are  similar  in  design  to  general 
service  locomotive  cranes  but  as  they  are  intended  for  very 
heavy  severe  service,  the  various  parts  are  more  strongly 
built.  They  are  used  chiefly  in  railroad  wrecking  service 
but  also  are  adaptable  to  handling  heavy  loads  such  as 
concrete  blocks,  stones,  or  girders,  and  are  used  extensively 
in  bridge  construction  and  other  heavy  service  on  railroad 
lines. 

As  they  are  frequently  hauled  in  railroad  trains,  they  are 
mounted  on  car  frames  similar  in  construction  to  those  used 
for  standard  gage  railroad  cars,  and  are  carried  on  trucks 
similar  to  those  used  under  railroad  cars  but  having  pro 
vision  made  for  connection  to  the  crane  traveling  mecha 
nism.  They  generally  are  also  provided  with  standard  auto 
matic  couplers  and  air-brakes. 

Generally  they  are  self-propelled  and  are  provided  with 
traveling  mechanism  installed  on  the  underside  of  the  car- 
frame  and  operated  from  the  crane  turntable.  The  turn 
table  is  rotated  by  a  mechanism  similar  to  that  used  on 
general  service  locomotive  cranes,  except  that  in  cranes 
cf  very  heavy  capacities,  the  rotating  gear  is  very  much 
more  substantial  in  construction  and  differs  somewhat  in 
details  of  design. 

The  booms  usually  are  a  combination  of  the  web-girder 
and  lattice-truss  type  of  construction  and  seldom  are  more 
than  35  ft.  to  40  ft.  in  length.  These  booms  generally  are 
curved  near  the  top  but  they  sometimes  are  made  straight 
and  much  longer  or  are  provided  with  an  extension  so  that, 
for  special  work,  they  may  range  in  length  upward  to  90 
ft.  or  more.  The  shorter  booms  are  generally  used  in 
railroad  wrecking  service,  for  which  these  cranes  are  pri 
marily  designed.  They  are  equipped  with  a  main  hoist 
block  and  an  auxiliary  hoist  and  for  a  vertical  lift,  have 


186 


HOISTING  MACHINERY 


CRANES 


187 


Four-wheel   Steam  Locomotive   Crane  Handling   Logs  with 
Crab    Hook   and   Chain   Slings 


Steam   Locomotive   Crane   Handling    Heavy   Freight   from 

Car  to  Lighter  for  Export.     Equipped  with  Shackle,  Chains 

and  Rope  Slings 


Steam   Locomotive  Crane   Handling   Bottom-dump   Bucket 
in   Concrete   Construction  Work 


Steam     Locomotive    Crane     Handling     Paving     Blocks    in 

Dump  Wagon  with  Fall  Block,  Hoisting  Hook,  and  Chain 

Grab  Hooks 


188 


HOISTING   MACHINERY 


CRANES 


189 


an  effective  radius  ranging  from  about  15  ft.  to  40  ft.  The 
hoist  line  may,  however,  be  payed  out  beyond  the  end  of 
the  boom  and  used  to  drag  an  object  within  lifting  range. 

The  various  parts  of  the  structure  are  so  arranged  as 
to  give  maximum  stability  to  the  machine,  but,  in  addition, 
these  cranes  are  provided  with  outriggers  which  may  be 
used  on  either  side  and  on  some  cranes  with  others  at  the 
ends  and  with  rail  clamps  as  well. 

Many  of  the  various  lifting  devices  used  with  other  types 
of  hoisting  machines  may  be  used  on  wrecking  cranes  but 
generally  these  cranes  are  provided  with  special  types  of 
hooks,  slings,  and  other  accessories  adapted  for  wrecking 
service. 

They  generally  are  steam  operated,  the  power  being  ob 
tained  from  a  steam  boiler  and  engine  carried  on  the 
rotating  structure.  In  some  cases,  particularly  when  a 
crane  is  to  be  used  in  tunnels  or  subways,  they  are  equipped 
for  electric  operation,  taking  their  power  from  a  third  rail ; 
through  a  flexible  conductor  cable  and  a  plug-in  connection; 
through  an  overhead  trolley;  or  sometimes,  from  storage 
batteries  carried  on  the  crane. 

Some  wrecking  cranes  which  are  used  only  in  connection 
with  a  wrecking  train  or  a  work  train  are  not  self-propelled. 
Very  often  this  type  of  crane  is  not  provided  with  a  steam 
boiler,  the  crane  engine  being  operated  by  steam  obtained 
from  the  train  locomotive  or  from  some  other  outside 
source. 

The  following  table  gives  the  approximate  capacities  of  a 
heavy  capacity  wrecking  crane  with  the  boom  tackle  at 
various  radii,  with  and  without  the  outriggers  in  use. 
These  proportions  are  typical  of  general  capacities  of  wreck 
ing  cranes. 


LIFTING    CAPACITIES.    150-TON    TRAVELING    WRECKING 
CRANE 

Without  Outriggers 


Main  Hoist 

24  tons  at    17-ft.   radius 
11   tons  at   27-ft.   radius 


Auxiliary  Hoist 

(Single  i>art  of  rope) 
17       tons  at  23-ft.   radius 
S'/2   tons  at   35-ft.    radius 


Either    End    or    Center    Outriggers    Set 
Main  Hoist 


85   tons  at   17-ft.   radius 
40  tons  at   27-ft.   radius 


Auxiliary  Hoist 
(2  parts  of  rope) 
41    tons  at   27-ft.    radius 
28  tons  at   35-ft.   radius 


All  Outriggers  Set 


Main  Hoist 

150  tons  at   17'/j-ft.   radius 
60   tons   at   2"^-ft.   radius 


Auxiliary   Hoist 

(2  parts  of  rope) 

45  tons  at   35-ft.    radius 


Pile-Driver  Cranes 

The  pile-driver  embodies  many  features  of  locomotive 
crane  construction,  in  some  cases  being  simply  a  locomo 
tive  crane  with  a  pile-driver  attachment.  Cranes  of  this 
type  are  used  chiefly  in  railroad  work  and  are  mounted 
on  double-truck  cars  equipped  with  automatic  couplers  and 
with  air-brakes  so  that  they  may  be  hauled  in  a  railroad 
train.  They  are  designed  chiefly  for  driving  piles  along 
a  railroad  line  but  may  also  be  used  in  other  locations  by 
providing  track  on  which  to  travel. 

The  power  plant,  the  machinery,  and  the  operator  are 
located  in  a  house  or  cab  built  on  one  end  of  the  car 
frame,  while  the  pile-driving  apparatus  rs  mounted  on  a 
turntable  at  the  opposite  end.  The  pile-driving  apparatus 
consists  of  a  pile-driver  leader — which  guides  the  pile  and 
the  driving  hammer — supported  by  a  swiveling  frame 
mounted  on  a  turntable  installed  on  the  car. 

The  swiveling  frame  is  built  of  structural  steel  and  cast 
parts  in  a  truss  form  of  construction.  It  rests  in  a  hori 


zontal  position  on  the  turntable  center  casting,  which  is 
held  in  position  by  a  short  pintle.  On  some  machines  this 
frame  rests  on  rollers  so  that  it  may  be  extended  or  with 
drawn  and  is  rotated  by  means  of  rotating  gear  similar  to 
that  used  on  locomotive  cranes  turning  on  rollers  resting 
in  or  upon  a  runway  on  the  upper  surface  of  the  turntable 
ring.  It  may  be  rotated  so  that  piles  may  be  driven  on 
cither  side  of  the  car,  at  the  turntable  end,  or  at  any  inter 
mediate  location.  The  turntable  may  be  of  a  conical-roller 
type  or  of  a  ball-bearing  type. 

The  pile-driver  leaders  are  also  built  up  of  structural 
steel  parts  and  consist  of  two  side  members  which  form 
a  pile  and  hammer  guide.  They  are  secured  to  a  frame 
which  is  hinged,  at  or  near  the  bottom,  to  the  swiveling 
franif  \Vhen  not  in  use  the  leader  frame  is  lowered  so  that 
it  rests  in  a  horizontal  position  i  n  the  top  of  the  swiveling 
frame. 

In  one  design  the  leader  frame  is  raised  by  means  of  a 
leader  raising  frame.  This  device  is  hinged  to  the  leader 
frame  just  above  the  top  of  the  swiveling  frame.  It  is 
carried  on  rollers  secured  to  its  lower  end  and  traveling 
on  a  roller  path  on  the  upper  members  of  the  swiveling 
frame.  It  is  controlled  by  means  of  a  worm  gear  and  is 
so  arranged  that  the  leaders  may  be  used  in  a  vertical 
position  or  piles  may  he  driven  with  the  leaders  in  an  inclined 
position  as  may  be  desired. 

In  another  design  the  leader  frame  is  pivoted — at  an 
intermediate  point  on  the  lower  portion  of  it — to  the 
swiveling  frame.  It  is  raised  or  lowered  by  means  of 
lines  secured  to  its  lower  end  and  running  over  sheaves 
at  the  bottom  of  the  swiveling  frame  and  thence  to  a  drum 
on  the  crane  mechanism. 

The  hammer  hoisting  line  runs  on  sheaves  installed  at 
the  upper  end  of  the  leader  frame  and  is  operated  by 
means  of  a  drum  on  the  hoisting  winch  in  the  machinery 
house. 

These  machines  are  designed  to  drive  piles  with  either 
a  steam  operated  hammer  or  a  drop-hammer.  The  steam 
hammer  is  a  compact  unit  resting  in  the  leader  frame  and 
it  is  operated  by  steam  from  the  power  plant  on  the  car. 
The  drop-hammer  consists  of  a  round  or  rectangular  weight 
attached  to  the  hoisting  line  by  means  of  which  it  is  raised 
in  the  leader  guides  and  dropped  on  the  pile  cither  by  re 
versing  the  winch  drum  or  by  releasing  the  hammer. 

These  cranes  will  drive  piles  -40  ft.  or  more  in  length 
and  have  a  radius  of  action  up  to  about  30  ft.  from  the 
center  of  the  crane  turntable. 

Combination  Crane  Pile-Drivers 

The  ordinary  locomotive  crane  is  sometimes  provided 
with  a  pile-driver  attachment  which  may  be  attached  to 
the  crane  boom  itself,  or  the  boom  may  be  removed  and 
the  pile-driver  attachment  installed  in  its  place.  A  crane 
thus  equipped  may  be  used  for  general  purposes  and  also 
for  pile-driving.  When  the  amount  of  such  work  to  be 
done  would  not  warrant  the  expense  of  maintaining  a 
special  machine,  the  pile-driver  attachment  is  a  very  de 
sirable  feature. 

One  type  of  pile-driver  attachment  consists  of  a  lightly 
constructed  hanging  leader  frame  suspended  from  the  outer 
end  of  the  crane  boom  and  held  in  a  rigid  position  by  a 
strut  near  the  bottom.  The  attachment  may  be  easily  and 
quickly  installed  and,  the  entire  apparatus  being  carried 
by  the  crane  turntable,  it  can  be  rotated  in  a  complete  circle 
so  that  piles  may  be  driven  at  any  point  within  the  effective 
radius  of  the  crane  boom. 

Another  type  of  attachment  consists  of  a  horizontal  truss 
and  a  leader  frame  constructed  and  operated  in  the  same 


190 


HOISTING  MACHINERY 


CRANES 


191 


way  as  that  used  on  an  ordinary  pile-driver.  With  this 
type  of  attachment,  the  crane  boom  must  be  removed  and 
the  truss  structure  secured  directly  to  the  rotating  crane 
base.  This  machine  also  permits  full-circle  operation. 

Wharf  Cranes 

Wharf  or  cargo  cranes  are  used  on  wharves  for  load 
ing  or  unloading  cargo  vessels,  sometimes  being  designed 
so  that  they  will  also  handle  the  cargo  on  the  wharf  or 
inside  of  the  pier  shed  without  the  aid  of  auxiliary  ma 
chines.  Many  wharf  cranes  are  also  adaptable  to  ship 
building  purposes.  Frequently  an  ordinary  locomotive 
crane  or  a  cantilever  gantry  crane  is  used  for  this  serv 
ice  but  generally  a  special  crane  which  combines  some  fea 
tures  of  each  of  those  types,  and  of  overhead  traveling 
cranes,  is  built.  The  type  of  construction  varies  with  the 
location  in  which  the  crane  is  to  be  installed  and  the 
service  required. 

These  cranes  may  travel  on  tracks  laid  on  the  wharf, 
or  on  an  elevated  runway  secured  to  the  side  or  on  the 
roof  of  the  pier  shed,  or  inside  of  the  shed.  In  some 
cases  they  are  of  the  stationary  type.  They  may  be  of 
the  portal  or  the  semi-portal  type  of  construction  with 
some  form  of  boom  or  jib  crane— generally  having  a 
topping-lift  and  variable  radius,  but  sometimes  having  a 
fixed  radius  boom — mounted  on  it ;  may  be  of  the  can 
tilever  gantry  bridge  type  of  construction  and  equipped 
with  a  crane  trolley ;  or  may  consist  of  some  form  of  ro 
tating  crane  mounted  on  a  raised  pier,  on  a  tower,  or 
sometimes  on  a  barge  or  pontoon.  They  are  operated  by 
either  steam  or  electric  power. 

Portal  Crane — Cantilever-Trolley  Type 

The  cantilever  portal  wharf  crane  consists  of  a  canti 
lever  bridge  mounted  on  a  traveling  portal-gantry  struc 
ture  and  having  one  or  more  crane  trolleys  traversing  its 
entire  length.  The  gantry  structure  is  mounted  on  trucks 
traveling  on  rails  laid  on  the  wharf  and  it  generally  spans 
one  or  more  standard  gage  railroad  tracks,  also  laid  on 
the  wharf.  Usually  the  bridge  is  fixed  rigidly  to  the 
gantry  structure  but  it  may  be  mounted  on  a  turntable 
and  arranged  to  rotate.  One  of  the  cantilever  ends  of  the 
bridge  projects  to  the  edge  of  the  wharf  while  the  other 
end  projects  over  other  railroad  tracks,  on  or  alongside 
of  the  wharf;  over  a  storage  yard;  or  may  extend  over 
the  water  at  both  sides  of  the  wharf. 

The  crane  trolley  may  be  equipped  with  any  form  of 
hoisting  accessory  used  on  other  cranes  of  the  bridge  type 
of  construction  and  may  be  used  for  handling  cargo  either 
in  package  form  or  in  loose  bulk.  This  type  of  crane  is 
also  frequently  installed  on  a  runway  between  ships  ways 
and  is  used  in  shipbuilding  service  for  erection  work  or 
for  fitting  out  purposes.  Such  cranes  are  made  with  a  total 
span  of  200  ft.  or  more  and  they  usually  have  a  lifting 
capacity  of  about  10  tons  to  15  tons  at  the  ends  of  the 
cantilevers  and  a  greater  capacity  with  the  hoist  at  in 
termediate  points. 

Portal  Crane — Boom-Jib  Type 

The  boom-jib  portal  crane  is  another  form  of  wharf 
crane  and  consists  of  a  traveling  portal-gantry  structure 
— sometimes  also  having  a  single  or  a  double  cantilever 
— with  some  form  of  boom-jib  or  locomotive  crane  trav 
ersing  the  bridge.  The  gantry  spans  standard  gage  rail 
road  tracks  and  sometimes  also  a  roadway  and  travels  on 
rails  laid  on  the  wharf.  To  give  it  greater  stability,  the 


locomotive  crane  generally  is  made  to  travel  on  broad  gage 
tracks  laid  on  the  bridge  and  it  usually  is  provided  with 
an  "A"  frame  topping-lift  connection  instead  of  the  short 
mast  or  pillar  used  on  ordinary  locomotive  cranes.  This 
crane  rotates  on  a  turntable  and  may  be  used  in  the  same 
manner  as  any  other  locomotive  crane.  It  may  be  equipped 
for  general  hoisting  purposes  or  for  bucket  operation  and 
may  be  used  for  general  cargo  handling  or  for  shipbuilding 
purposes. 

A  similar  crane  of  more  limited  scope  consists  of  the 
rotating  portion  of  a  locomotive  crane  revolving  on  a  turn 
table  fixed  on  a  traveling  gantry  bridge  or  portal  tower. 
This  crane  operates  in  the  same  manner  as  the  traversing 
crane  and,  within  its  radius  of  action,  may  be  used  for 
the  same  purposes. 

A  revolving  boom-jib  crane  is  sometimes  installed  on  a 
fixed  or  stationary  portal  tower  in  a  location  where  the 
boom  will  serve  for  cargo  handling  or  for  other  purposes. 
The  turntable  rotating  mechanism  may  be  operated  from 
the  ground  by  means  of  a  slewing  shaft  while  the  hoist 
ing  apparatus  is  operated  by  a  power  plant  installed  on 
the  crane  turntable ;  or  the  entire  apparatus  may  be 
operated  by  the  power  plant  on  the  turntable. 

Boom-jib  cranes  have  booms  ranging  in  length  up 
ward  to  100  ft.  or  more  and  have  a  lifting  capacity  up 
ward  to  about  150  tons. 

Semi-Portal  Crane — Boom-Jib  Type 

The  semi-portal  wharf  crane  is  especially  designed  for 
installation  on  a  pier  having  a  long  narrow  space  or  apron 
alongside  of  the  pier  shed.  It  consists  of  a  single  leg  gan 
try  structure  having  some  form  of  rotating  hoisting  ma 
chine  mounted  on  the  bridge.  A  machine  of  this  type  is 
installed  on  a  wharf  with  the  single  gantry  leg  resting  on 
a  rail  laid  on  the  wharf  while  the  opposite  end  of  the 
bridge  is  mounted  on  a  single  rail  runway  secured  to  the 
side  of  the  pier  shed  or  mounted  on  the  roof.  On  a  very 
long  wharf  a  series  of  such  cranes  is  usually  installed.  The 
hoisting  machine  is  mounted  on  a  turntable  fixed  at  the 
outer  end  of  the  gantry  bridge  and  has  a  boom  of  sufficient 
length  to  handle  material  direct  from  the  hold  of  a  vessel 
to  the  door  of  the  pier  shed  or  to  load  it  directly  into  a 
railroad  car  or  on  a  truck  standing  on  the  wharf.  Cranes 
of  this  type  are  used  in  the  same  manner  as  the  full  portal 
types  but  have  a  more  limited  radius  of  action.  They  com 
monly  have  a  capacity  upward  to  about  4  tons  to  5  tons 
at  a  radius  of  about  25  ft.  to  30  ft. 

Semi-Portal  Crane — Inclined  Boom  Type 

Another  type  of  semi-wharf  crane  is  constructed  in  the 
same  manner  as  the  boom-jib  type  except  that  the  rotating 
crane  is  replaced  by  an  inclined  boom  equipped  with  a 
trolley  hoist.  The  boom  is  supported  at  the  outer  end  of 
the  gantry  structure  so  that  it  may  travel  a  limited  dis 
tance  inboard  or  outboard  and  may  be  raised,  by  a  topping- 
lift,  to  a  vertical  position  to  permit  the  crane  to  travel 
along  the  wharf  without  interference  with  a  vessel  or  other 
obstruction.  The  crane  may  traverse  the  wharf  so  that  the 
boom  may  be  lowered  into  a  position  over  the  hatch  of  a 
vessel  and  the  cargo  handled  directly  from  the  hold  to  a 
car  on  the  wharf  or,  by  extending  the  inboard  end  of  the 
inclined  boom  inside  of  the  pier  shed,  the  cargo  may  be 
carried  into  the  shed  for  storage  or  may  be  loaded  on  trucks 
for  distribution. 

A  modification  of  this  type  of  wharf  crane  is  adapted  for 
use  on  a  pier  having  a  very  narrow  space  outside  of  the 


192 


HOISTING  MACHINERY 


w\ri          — — . 


Marimum  Wheel  Load,  Frvnf  ZZ.OOOLb. 
Maximum  Wheel  Load,  ftear    8,000 Lb. 


Capacity  3,000  Lb. 
Traveling  Wharf  Roof  Crane  with  Fixed  Boom  Equipped  with  Hoisting  Trolley,  Installed  on  Pier  Having  Narrow  Apron 


j. 


Semi-Portal  Wharf  Crane  with  Inclined  Boom  Equipped  with  Hoisting  Trolley  for  Delivery  Inside  of  Pier  Shed 


CRANES 


193 


o> 


—         r^- 

( 


s    S-    § 

-    .2  2  ^ 

=     <-    S.i  - 
-  —  <*) 

£  3  £'5-g 

?    i^t-aiG 

_h      —  \c  t-x  oc  ^\ 

^         X 


a 

s 


o 
b. 


194 


HOISTING   MACHINERY 


CRANES 


195 


shed.  In  this  case  the  inclined  boom  is  supported  by  a 
single  gantry  leg  traveling  on  a  rail  laid  along  the  edge 
of  the  wharf  and  is  held  in  an  upright  position  by  wheels 
bearing  against  the  inside  of  an  overhanging  single  rail 
runway  secured  to  the  shed.  The  inclined  boom  is  con 
trolled  by  a  topping-lift  and  is  equipped  with  a  racking 
trolley  hoist.  This  machine  handles  the  cargo  directly  from 
the  hold  of  a  vessel  to  the  inside  of  the  shed  where  it  may  be 
distributed  as  desired. 

Cranes  of  the  inclined  boom  type  have  no  circular  move 
ment.  They  have  a  capacity  of  about  3  tons  to  4  tons  at 
the  maximum  effective  reach  which  ranges  upward  to  about 
40  ft.  outboard  or  inboard. 

Racking-Cantilever  Crane 

A  wharf  crane  of  the  racking-cantilever  type  has  been 
designed  to  handle  cargo  inside  of  the  pier  shed  as  well  as 
to  load  or  unload  vessels.  This  crane  consists  of  an  over 
head  traveling  bridge,  mounted  on  a  runway  installed  inside 
of  the  pier  shed  and  having  a  racking  cantilever  which 
may  be  extended  outward — through  a  doorway  or  other 
opening — over  the  wharf  or  over  a  vessel  at  either  side. 
The  cantilever  may  be  equipped  with  a  crane  trolley  which 
can  be  used  in  the  same  manner  as  on  any  overhead  travel 
ing  crane ;  or  a  monorail  hoist  or  a  telpher  may  be  installed 
on  a  monorail  secured  to  the  cantilever  and  operated  as  an 
auxiliary  to  the  crane. 

This  type  of  crane  may  be  used  to  load  cargo  into  a  ves 
sel  either  from  the  pier  shed  or  direct  from  railroad  cars, 
on  tracks  on  or  adjacent  to  the  wharf.  The  process  is  re 
versed  for  unloading  cargo.  When  the  crane  is  not  re 
quired  for  loading  or  unloading  purposes,  the  cantilever 
is  drawn  in  under  the  traveling  bridge  and  the  apparatus 
may  be  used  inside  of  the  pier  shed  for  handling  material 
in  the  same  manner  as  with  an  ordinary  overhead  travel 
ing  crane.  These  cranes  usually  have  a  total  span  of  100 
ft.  to  ISO  ft.  and  a  capacity  of  4  tons  to  5  tons  at  either 
end  of  the  cantilever. 

Raised-Pier  Crane 

The  raised-pier  wharf  crane"  usually  consists  of  a  ro 
tating  hoisting  machine,  similar  to  the  rotating  portion 
of  a  locomotive  crane,  mounted  on  a  structural  steel  traveling 
pier  or  low  tower.  The  form  of  construction  is  similar  to 
that  used  for  a  portal-tower  but  the  pier  structure  usually 
is  lower  and  has  no  portal  to  permit  a  passage  underneath 
the  crane.  This  type  of  crane  may  be  used  for  many  of 
the  same  purposes  and  in  the  same  manner  as  an  ordinary 
locomotive  crane. 

For  some  purposes,  such  as  at  a  small  coaling  wharf, 
the  pier  is  made  stationary.  The  pier  structure  is  then 
built  of  structural  steel  and  fixed  to  a  solid  foundation ; 
or  the  crane  turntable  may  be  mounted  directly  on  a  pier 
of  concrete. 

Barge  or  Pontoon  Cranes 

Barge  cranes  are  sometimes  used  for  handling  cargo  at 
wharves  or  for  coaling  vessels.  Such  cranes  consist  of 
some  form  of  rotary  crane — usually  similar  to  the  rotating 
portion  of  a  locomotive  crane  or  a  modification  of  the 
pintle  tower  type — mounted  on  a  barge  or  pontoon.  Gen 
erally  the  boom  is  of  the  goose-neck  type  so  that  the  crane 
may  operate  close  alongside  a  vessel  with  the  boom  raised 
to  an  approximately  vertical  position  but  at  the  same  time 
have  a  radius  of  action  sufficient  to  move  the  material 
over  a  considerable  area.  Sometimes  these  cranes  are  also 


used  in  shipyards  for  erection  work  or  for  fitting-out  pur 
poses.  The  booms  range  in  length  up  to  about  90  ft.  or 
100  ft.  as  on  other  boom-jib  cranes.  The  capacities  range 
upward  to  ISO  tons  or  more. 

Roof  Cranes 

Roof  cranes  are  made  with  the  crane  structure  in  various 
forms  and  are  mounted  on  a  runway  installed  on  the  roof 
of  the  pier  shed.  Cranes  of  the  roof  type  may  be  installed 
on  any  pier  shed  having  sufficient  strength  to  sustain  the 
load.  They  are  particularly  desirable  for  use  on  piers  hav 
ing  very  little  or  no  apron  or  wharf  space  to  permit  the 
installation  of  other  types  of  hoisting  machines.  These 
cranes  may  be  of  the  fixed  horizontal  jib  type  or  of  the 
hinged  or  folding  boom  type  without  rotary  motion ;  or 
may  be  of  the  boom-jib  type  having  a  variable  radius  and 
a  rotary  movement.  They  are  designed  solely  for  cargo 
handling  and  may  be  used  to  supplement  the  cargo  hand 
ling  gear  installed  on  a  vessel  or  may  be  used  independent 
ly  of  it. 

Trolley  Type— Hinged  Boom 

One  type  of  roof  crane  consists  of  a  boom  hinged  to  a 
traveling  frame  constructed  in  a  manner  similar  to  that  of 
the  bridge  of  an  overhead  traveling  crane.  This  traveling 
frame  is  built  of  structural  steel  and  is  mounted  on  a 
runway  installed  on  the  roof  of  the  pier  shed.  It  carries 
the  machinery  house  and  the  boom  topping-lift  frame.  The 
boom  is  hinged — at  an  intermediate  point — to  the  traveling 
frame  and  the  topping-lift  is  rigged  so  that  the  boom  may 
be  raised  to  a  vertical  position  to  permit  the  crane  to 
travel  along  the  wharf  without  interference  with  the  pier 
shed,  a  vessel  alongside  of  the  wharf,  or  any  other  ob 
struction.  The  boom  hinge  is  located  so  that  when  the 
boom  is  lowered  the  outer  end  of  it  will  project  over  the 
edge  of  the  wharf  or  the  hatch  of  a  vessel  while  the  inner 
end  of  the  boom  extends  through  a  doorway  to  the  inside 
of  the  shed.  A  racking  trolley  hoist  similar  to  that  used 
on  many  overhead  cranes  is  installed  on  the  boom  and 
traverses  practically  its  entire  length.  The  operator's  cab 
is  suspended  from  the  structure  so  that  the  operator  has  a 
close  view  of  the  work. 

With  this  type  of  crane  the  vessel  is  placed  so  that  the 
hatch  is  in  line  with  a  doorway  in  the  pier  shed,  the  boom 
is  then  lowered  into  a  horizontal  or  an  inclined  position 
—it  will  operate  at  any  angle  up  to  45  deg.— and  the  trol 
ley  hoist  is  lowered  directly  into  the  hold.  The  load  is 
hoisted  from  the  hold  and  carried  along  the  boom  to  the 
inside  of  the  pier  shed  where  it  may  be  deposited  directly 
on  a  delivery  truck,  or  on  some  other  vehicle  for  sorting 
and  distribution  to  storage  on  the  pier.  Two  of  these 
cranes  may  be  used  simultaneously  over  different  hatches 
of  the  same  vessel  for  loading  or  unloading ;  or  one  crane 
may  be  used  for  unloading  while  the  other  is  loading  car 
go.  They  have  a  reach  of  about  25  ft.  outboard  and  about 
10  ft.  inside  of  the  shed,  with  a  capacity  of  1  ton  to  2  tons 
at  the  maximum  reach. 

Trolley  Type — Fixed  Jib 

The  fixed-jib  type  of  wharf  crane  is  adapted  to  light 
cargo  handling.  It  consists  of  a  fixed  horizontal  top  and 
back  braced  jib  mounted  on  a  frame  or  carriage  which 
travels  on  a  runway  on  the  shed  roof.  A  racking  trolley 
hoist,  operated  by  power  carried  on  the  traveling  structure, 
traverses  the  jib.  This  type  of  crane  may  be  propelled 
along  the  shed  so  that  the  jib  is  over  the  hatch  of  a  ves- 


196 


HOISTING   MACHINERY 


1  Pier  Shed 

2  Pier 

3  Water  Level 

4  Railroad    Track 

5  Traveling  Bridge 

6  Bridge.    Runway 

7  Bridge  Drive  Motor 

8  Squaring  Shaft 

9  Bridge  Truck- 


List  of  Parts. 

10  Racking  Cantilever 


11  Cantilever  Motor 

TELPHER  : 

12  Monorail 

13  Trolley 

14  Motor 

15  Hoist  Hooks 

16  Operator's  Cab 

17  Enclosed  Automatic 


-x'o- -+ u'o'—-  — 4- — % aV- 

Electric  Traveling-Bridge  Racking-Cantilever  Crane  with  4-Ton  Capacity  Monorail  Telpher 


Stationary  Hammerhead   Portal  Crane  Installed  in  Philadelphia  Navy  Yard.    Capacity  350  Tons  at  115  ft.  Radius;  50  Tons 

at  90  ft.  Radius.     Overall  Height,  230  ft. 


CRANES 


197 


sel  and  the  hoisting  apparatus  may  then  he  operated  in  the 
usual  way.  The  jib  has  a  maximum  effective  reach  of 
about  40  ft.  with  a  capacity  of  about  l>j  tons  at  that  dis 
tance.  As  the  jib  rarely  has  a  clearance  of  more  than 
about  35  ft.  above  the  wharf,  this  type  of  crane  can  be 
used  only  for  unloading  barges  or  other  vessels  having 
low  masts  or  superstructures. 


pintle  is  secured  to  the  portal  base  structure  instead  of  the 
cantilever  truss,  and  projects  upward  inside  of  a  rotating 
tower  or  skirt  fixed  to  the  cantilever  truss.  The  entire 
structure  revolves  on  a  turntable  resting  on  the  portal 
base. 

The  forward  end  of  the  revolving  cantilever  crane  is 
lilted  with  one  or  more  racking  trolleys  operated  by  ma 
chinery  which  is  carried  on  the  extended  rear  end  of  the 
cantilever  and  is  enclosed  with  the  rotating  mechanism  in 
a  machinery  house.  The  crane  counterweight  is  installed 
at  the  rear  of  the  machinery  house.  The  operator's  cab  is 
suspended  underneath  the  cantilever  truss  near  the  tower 
so  that  the  operator  has  a  clear  view  of  the  work  at  all 
times. 

Cranes  of  this  type  commonly  have  a  radius  of  action 
upward  to  about  1(10  ft.  with  a  capacity  of  5  tons  to  75  tons 
at  the  maximum  effective  radius  of  the  hoist.  They  are, 
however,  made  with  effective  radii  upward  to  190  ft.  or 
more  with  a  capacity  of  about  50  tons  at  that  radius,  and 
upward  to  350  tons  capacity  at  a  shorter  radius.  The 
towers  range  in  height  upward  to  200  ft  or  more.  These 
cranes  may  be  used  singly  to  serve  one  or  two  ships  ways 
but  usually  are  installed  in  groups  with  the  cantilevers 
overlapping  so  that  an  entire  shipyard,  including  the  ways 
and  the  storage  yard,  may  be  served.  The  following  tables 
illustrate  the  wide  range  in  the  proportions  of  cranes  of 
the  hammerhead  type. 


5-10  TON    CAPACITY   HAMMERHEAD   CRANE 


Rotary  Type 

The  rotary  type  of  wharf  roof  crane  is  used  largely  in 
Hritish  practice  for  cargo  handling.  It  is  installed  on  pier 
sheris  having  a  ridge  roof.  In  this  design  a  boom  or  jib 
is  supported  by  a  short  pivoted  mast  mounted  on  a  frame 
carried  on  trucks  which  travel  on  a  runway  on  the  shed 
roof.  One  rail  of  the  r'inway  is  laid  at  the  edge  of  the 
roof,  the  other  at  the  ridge  The  mast  is  pivoted  in  a  frame 
resting  on  the  lower  truck  and  supported  by  a  truss  ex 
tending  to  the  upper  end  of  the  traveling  frame  which 
usually  projects  beycnd  the  upper  or  ridge  truck.  A  por 
tion  of  the  crane  machinery  or  a  counterweight  is  placed 
on  this  extension  to  give  stability  to  the  structure.  The 
boom  usually  has  a  fixed  radius  and  is  secured  to  the 
base  of  the  pivoted  mast.  The  hoist  line  operates  over 
sheaves  at  the  outer  end  of  the  boom  and  on  the  mast. 
The  operator's  cab  is  carried  on  the  traveling  structure 
and  is  located  at  the  edge  of  the  roof  so  that  the  operator 
has  a  clear  view  of  the  work. 

This  type  of  crane  may  be  used  in  the  same  manner  as 
other  rotary  cranes  of  fixed  radius  construction  but.  be 
cause  of  its  location,  should  be  used  only  for  comparatively  Ft  In  'r^ns"  Minute 

tight  work.  S!±r  Sd£  ::::::::::::::::::  11  I 

Shipbuilding  Cranes  £  %  £  r±::°  y.; ;::;::::::;:::::::  : :       5,.s 

At    50    ft.   radius 10 

Shipbuilding  cranes  are  made  in  many  different   designs  ,    5.000  ib  90 

and  most  of  them  are  used  in  shipyards  for  both  erection       Hoisting  speed  with  two-part  line. .  |  10,000  Ib. .. 

work  and  for  litting  out.     Many  of  them  are  also  used  at  r  X,>  load    ' 140 

dry  docks   or  basins   for   repair   work.     As   the   service   in       Trolley  racking  speed. .  |  ^-ton  load   ......................       100 

which   they  are  used  requires  high   clearance   with  a  wide       slewing  speed      '  No  !oacl   •  •  • 
range  of  action,  most  cranes  designed  for  shipbuilding  pur 
poses   embody   some    form   of   tower   construction   and   have  350  TON   CAPACITY   HAMMERHEAD   CRANE 

the  hoisting  apparatus  on  a  boom  or  a  cantilever  truss  of  Min.  Max.        Cap.  a( 

.,       .,,_.,  Rad.,  Rad.,      Max.  Rad., 

considerable  length.  Ft  Ft.  Tons 

Cantilever    structures    of    both    the    hammerhead    pintle       Karh  main  hoist 41  115  175 

..  Both  mam  hoist,  acting  as  a  single  unit     41  115  350 

type  and  the  turntable  type  mounted  on  towers ;   traveling  Two  g.part  lin(,s  on  cach  hoist    }2. 

tower   boom-jib   cranes;   and   various   modifications   of   the  i»rt  line  for  maximum  lift. 

.  .  Auxiliary  hoist    41  190  50 

traveling  or  the  stationary  gantry,  are  used.     In  some  ship-  Tv.0  4.|iart  |;nes. 

j  ards  the  operating  conditions  permit  the  use  of  the  over-       noist  s  ,ee(I  Minute 

head  traveling  crane  or  the  locomotive  crane.     The  latter          Main  hoists,  single  or  jointly  with  maximum  load 2.5 

is  generally   mounted   on   broad   gage   tracks   and   is   fitted          S^f  ^r^h^Sm'td"0  '^  "I ^.^  ^  "o 

with  a  boom  of  the  goose-neck  type.     Shipbuilding  cranes          Auxiliary  hoist  with  no  load 3O.O 

may  be  operated  by  steam  or  by  electric  power.                            Trolley  ««gt  j££'w  joimiy  ^  maximum  ,oad J2  Q 

Main  hoists,  single  or  jointly  with  no  load 10O.O 

Revolving    Cantilever — Hammerhead    Type  Auxiliary  hoist  with  maximum  load 100.0 

Auxiliary  hoist  with   no  load 1  50.0 

The  hammerhead  crane— so  called  because  it  resembles  a  Slewing  speed  =  one  revolution  in. 12  minutes, 
hammerhead    in   shape — is   extensively    used   for   shipbuild- 

ing  purposes.  It  consists  of  a  rotating  cantilever  structure  Revolving  Cantilever- Turntable  Type 
secured  to  a  pintle  and  mounted  on  a  tower  which  usually  The  turntable  type  of  revolving  cantilever  crane  is  similar 
has  a  portal  base  and  is  fixed  to  a  solid  foundation  but  ;n  general  construction  to  the  hammerhead  pintle  type.  It 
sometimes  is  mounted  on  trucks  and  travels  on  rails.  The  consists  of  a  rotating  cantilever  truss  mounted  on  a  turn- 
cantilever  rests  on  the  top  of  the  tower  and  is  supported  table  installed  at  the  top  of  a  tower— usually  a  stationary 
by  the  pintle.  The  pintle  is  constructed  in  the  form  of  a  tower.  The  forward  end  of  the  cantilever  is  equipped  with 
mast  of  the  lattice  truss  type.  It  rests  in  contact  with  side  a  racking  trolley  which  carries  the  hoisting  tackle.  The 
bearings  at  the  top  of  the  tower  and  extending  downward  hoisting  mechanism  and  the  crane  rotating  mechanism  is 
is  stepped  in  a  lower  bearing  secured  to  the  inside  of  the  installed  on  the  cantilever  truss  and  is  enclosed  in  a  ma- 
tower,  chinery  house  \vhich  generally  also  serves  as  the  operator's 
On  some  hammerhead  cranes  of  very  heavy  capacity,  the  cab.  The  machinery  house  may  be  directly  over  the  turn- 


198 


HOISTING   MACHINERY 


a 


CRANES 


199 


L __  ^b 


List  of  Parts. 


1  Fixed  Portal  Pier 

2  Tower 

3  Pintle 

4  Pintle  Bearing 

5  Turntable  Ring 


6  Hammerhead  Jib 

7  Main  Hoist  Block 

8  Auxiliary  Hoist  Block 

9  Machinery  House 
10  Operator's  Cab 


Electrically  Operated  Hammerhead   Crane  for  Fitting  Out  Service  in  Shipyards.     Pintle  Type,  75-Ton  Capacity 


200 


HOISTING  MACHINERY 


1  Ship   Ways 

2  Crane  Runuvy 

3  Crane  Gantry 


List  of  Parts. 

4  Gantry  Truck 

5  Cantilever  Bridge 

6  Current  Collector 


7  Trolley 

8  Hoist  Block 

9  Machinery  House 


Electric  Traveling  Double-Cantilever  15-Ton  Capacity  Shipyard  Gantry  Crane  on  Elevated  Runway 


T 


18 


1  Water  Level 

2  Wharf 

3  Railroad  Tracks 

4  Crane  Runway 

5  Portal  Gantry 

6  Gantry  Trucks 


h- 


lOTon 

Masting  •**•  .. 
Tackle       £—1 7 


List  of  Parts. 

7  Truck  Drive  Motor 

8  Truck  Drive  Shaft 

9  Squaring  Shaft 

10  Bridge 

11  Folding  Jib 

12  Jib  Truss-Rod 


13  Jib  Hoist 

14  50-Ton    Trolley 

15  25-Ton  Trolley 

16  Main  Hoist  Hook 

17  Maximum  Reach 

18  Operator's  Cab 


Folding-Jib   Traveling   Gantry    Wharf   Crane   for    Shipyard    Fitting    Out    Service.      75-Ton    Capacity 


CRANES 


201 


table  with  a  counterweight  on  the  rear  end  of  the  cantilever; 
or  the  machinery  may  be  located  at  the  rear  end  and  serve 
as  a  counterweight. 

Cranes  of  this  type  are  used  in  shipbuilding  service  and 
also  in  some  industrial  operations  such  as  handling  lumber 
and  logs.  They  are  made  with  an  effective  radius  up  to 
about  75  ft.  to  100  ft.  and  with  towers  upward  to  100  ft.  or 
more  in  height.  The  lifting  capacity  at  the  maximum  ef 
fective  radius  ranges  from  5  tons  to  about  IS  tons  with  an  in 
creasingly  greater  capacity  at  shorter  radii. 

Folding-Jib  Gantry  Cranes 

Folding-jib  gantry  cranes  are  used  in  shipyards  cliicfly  for 
fitting  out  ships  but  they  are  also  adaptable  to  other  pur 
poses  such  as  unloading  cargo  vessels.  This  type  of  crane 
consists  of  a  traveling  gantry  structure  spanning  one  or 
more  railroad  tracks  and  having  a  superstructure  which 
supports  a  folding-jib.  The  jib  is  hinged  to  the  gantry 
structure  at  the  outboard  end  of  the  bridge  so  that  it  may  be 
raised,  by  means  of  a  topping-lift,  and  folded  back  against 
the  vertical  member  of  the  superstructure.  This  permits 
the  crane  to  travel  along  a  wharf,  with  a  vessel  alongside, 
without  interference.  Usually  a  main  trolley  and  an 
auxiliary  trolley  are  arranged  to  travel  on  both  the  bridge 
and  the  folding  jib  so  that  the  hoists  may  be  used  for  prac 
tically  the  entire  length  of  the  structure.  Many  cranes  of 
this  type  are  also  equipped  with  a  hoisting  tackle  fixed  at 
the  end  of  the  folding  jib.  The  operating  mechanism  is  in 
stalled  on  the  inboard  end  of  the  gantry  bridge.  The  gan 
try  legs  or  trestles  are  constructed  so  that  the  load  may  be 
taken  by  the  trolley  hoist  from  a  railroad  car  or  other 
vehicle  on  the  wharf  underneath  the  bridge  and  carried  be 
tween  the  trestle  columns  outward  on  the  jib  and  placed 
on  a  vessel.  The  structure  is  equipped  with  a  driving 


mechanism  similar  to  that  used  for  propelling  other  travel 
ing  gantry  cranes. 

Such  cranes  are  made  with  a  combined  length  of  bridge 
and  folding-jib  upward  to  about  150  ft.  and  with  a  total 
capacity  of  about  75  tons  to  100  tons. 

Boom-Jib  Revolving  Tower  Cranes 

Revolving  tower  cranes  of  the  boom-jib  type  arc  used 
largely  in  shipyards  for  fitting  out  and  also  are  used  for 
general  hoisting  purposes.  This  type  of  crane  consists  of  a 
rotating  boom-jib  crane,  similar  to  the  rotating  portion  of  a 
lucomotive  crane,  mounted  on  a  tower  which  is  carried  on 
a  traveling  portal  base.  The  portal  base  spans  one  or  more 
railroad  tracks  and  is  mounted  on  trucks  which  travel  on 
rails  laid  on  the  wharf.  Such  cranes  are  generally  operated 
by  steam  power  generated  by  a  power  plant  installed  on  the 
rotating  portion  of  the  crane.  The  approximate  proportions 
and  capacities  of  some  cranes  of  this  type  are  given  in  the 
following  table : 

HOOM-JIU   REVOLVING   TOWER   CRANES 

,., ...  f  6  Tons  at       9  Tons  at     15  Tons  at     25  Tons  at 

y    1  40  Ft.  Rad.  40  Ft.  Rad.  60  Ft.  Rad.  60  Ft.  Kad. 


Height  of  tower,  ft.  ... 
Length  of  boom,   ft.  ... 
Maximum  operating  ra 
dius    ft    

35 

55 

55 

45                      44 
70                     98 

70                  100 

44 
60 

60 

Minimum    operating   ra 
dius     ft 

IS 

20                    25 

20 

r 

120 

Feet  Per  Minute  — 
100                    75 

50 

T          ]            i)   ed 

125 

125                 150 

100 

Slewing    speed,    revolu 
tions,  per  minute.  .  .  . 

3 

3                      3 

2 

Various  other  cranes  which  combine  features  of  several 
different  types  are  used  in  shipbuilding.  However,  as  they 
are  constrircted  to  meet  the  requirements  of  a  particular 
service  they  will  not  be  treated  in  this  book. 


202 


HOISTING    MACHINERY 


Worm  Gear. 


Planetary   Gear. 


Single  Spur  Gear. 


1  Hand   Chain 

2  Hand   Chain   Wheel 

3  Load   Chain 

4  Upper  Load  Sheave 
4a  Differential  Sheave 

5  Lower  Load  Sheave 

6  M'orm  Gear 


Chain   Hoists — List   of  Parts. 

7  It'orni 

8  Ratchet  li 'heel 

9  Ratchet  Pawl 

10  Internal  Gear 

11  Load  Gear 

12  Spur  Gear 

13  Gear  Pinion 


14  Pinion  Case 

15  Intermediate  Gear 

16  Central  Shaft 

17  Shock  Absorber 

18  Top  Hook 

19  Load  Hook 


,-w 


4--A 


fe! 


.-18 


—19 


Duplex  Gyratory  Gear. 


Two-Speed. 


Hoists 


HOISTS  ARK  U>KII  for  lifting  purposes  in  practically 
every  modern  industry  and  they  have  come  to  be 
considered  as  an  essential  part  of  shop  equipment. 
Being  easily  portable  they  may  be  moved  to  various  parts 
of  a  shop  and  thus  be  kept  in  service  for  a  greater  portion 
of  the  time.  They  are  made  in  various  types :  Chain 
hoists,  steam-hydraulic  hoists,  pneumatic  hoists,  and  elec 
tric  hoists.  The  chain  hoist  which  is  hand-operated  is 
adaptable  to  almost  any  service  and  is  particularly  desira 
ble  for  use  where  air,  steam,  or  electric  power  is  not 
available.  Pneumatic  hoists  are  used  largely  in  foundry- 
work  for  handling  molds  or  cores,  or  in  other  industries 
for  handling  fragile  materials.  Pneumatic  hoists  of  the 
air-motor  type  are,  however,  now  coming  into  use  in  more 
general  service.  The  steam-hydraulic  hoist,  which  in  some 
respects  is  also  a  pneumatic  hoist,  is  used  in  practically 
the  same  service  as  the  strictly  pneumatic  types,  being 
especially  adapted  to  foundry 
service.  Electric  hoists  have 
become  a  most  widely  used 
equipment  and  because  of 
their  adaptability  to  all 
classes  of  service  are  prefer 
able  to  other  types  of  hoists 
when  electric  current  is 
available. 

Moists  are  so  designed  that 
they  may  be  installed  in  a 
fixed  location  for  use  as  a 
separate  apparatus  but,  with 
the  exception  of  the  steam- 
hydraulic  type,  they  gen 
erally  are  equipped  either 
with  a  top  hook  or  a  rigid 
connection  and  are  suspend 
ed  from  a  trolley  on  a  jib  crane,  a  monorail  system,  or 
some  type  of  traveling  device — generally  an  overhead  crane. 

Chain  Hoists 

Chain  hoists — often  called  chain  blocks — are  a  hand- 
operated  type  of  hoist  used  in  shops  and  garages  or  othei 
places  for  lifting  heavy  parts.  They  are  easily  portable  and 
usually  are  provided  with  a  hook  by  which  the  hoist  may 
be  suspended  from  a  fixed  object  or  they  may  be  used  with 
a  trolley  or  traveler  on  a  crane  or  a  monorail.  When  it  is 
to  be  used  only  with  a  traveler,  the  hoist  generally  is 
permanently  attached  to  it. 

These  hoists  are  made  in  several  types :  the  spur-geared 
type — variously  termed  triple-geared,  single-geared,  mul 
tiple-geared  ;  the  screw  or  worm-geared  type ;  and  the 
differential  type.  These  hoists  consist  primarily  of  a  load 
chain,  to  which  the  hoisting  hook  is  attached ;  a  hand  chain, 
by  which  the  power  is  applied ;  and  a  system  of  gears  or 
sheaves  by  which  the  power  is  transmitted  to  the  load 
chain.  Hoists  of  this  type  generally  carry  the  load  on 
chains — hence  the  name — but  sometimes  a  wire  cable  is 
used  instead  of  the  load  chain. 

Chain  hoists  of  the  lighter  capacities  generally  have  the 
hoisting  hook  suspended  from  a  single  chain  but  on  many 
hoists  of  this  type  the  hook  is  suspended  on  two  or  more 
strands  of  chain  attached  directly  to  the  hook  or  passing 
through  a  sheave  block  to  which  the  hook  is  attached. 


Chain  Hoists:  Multiple  Spur  Gear;  Single 
Spur  Gear;  Worm  or  Screw  Gear;  Differ 
ential  Sheave. 

Pneumatic  Hoists:  Cylinder  Type  (Single  Act 
ing,  Air-Balanced,  Double  Acting,  Oil- 
Governed,  Steam-Hydraulic);  Air-Motor 
Type  (Oscillating  Cylinder,  Rotating  Cylin 
der,  Reciprocating  Square  Piston). 

Electric  Hoists:  Floor-Operated;  Cab  Oper 
ated;  Variable  Speed;  Single  Speed. 

Monorail  Hoists;  Telphers. 


I  .-ually  the  hoisting  speed  is  variable  only  by  means  of 
the  movement  of  the  power  sheave,  but  on  hoists  where 
the  load  chain  passes  through  a  lower  sheave,  two  speed 
arrangements  may  be  obtained.  ( )ne  speed  is  obtained  by 
permitting  the  chain  to  run  free  through  the  lower  sheave, 
while  a  faster  speed  for  light  loads  may  be  obtained  by 
making  the  chain  fast  to  the  lower  sheave  so  that  single 
action  is  obtained  and  the  hoist  operates  in  the  same  man 
ner  as  the  single  speed  type. 

Chain  hoists  usually  have  the  complete  hoisting  mechan 
ism  in  one  compact  unit  suspended  from  a  single  hook  but 
sometimes  are  provided  with  an  extension  shaft  to  transmit 
the  power  to  the  load  chain  ;  or  two  hoists — twin  hoists — 
may  be  secured  to  a  single  shaft  and  be  operated  in  unison 
by  one  hand  chain.  Hoists  arranged  in  this  way  are  es 
pecially  adapted  for  use  on  a  crane  or  a  monorail  for  han 
dling  containers  or  long  objects  or  for  suspending  a  spreader 

bar  carrying  two  or  more 
"I  hooks  or  tongs.  Many  spe 
cial  attachments,  such  as 
tongs,  clamps,  yokes,  etc.,  are 
substituted  for  the  hoisting 
hook  and  the  hoist  is  then 
used  for  special  service  in 
handling  parts  of  uniform 
size.  Shock  absorbers  are 
applied  to  hoists  which  are 
intended  for  use  in  handling 
material  for  a  power  ham 
mer  or  in  other  service 
where  there  may  be  con 
siderable  vibration  of  the 
load.  These  devices  consist 
of  one  or  more  spiral  springs 
held  in  a  frame  or  yoke  at 
tached  to  the  hoist  block  so  that  the  vibration  of  the  load 
is  absorbed  by  the  springs,  thus  preventing  injury  to  the 
hoist  mechanism. 

The  relative  efficiency  of  chain  hoists  as  commonly  rated 
is  as  follows : 

PERCENTAGE   OF   POWER  APPLIED  TO   HAND   CHAIN 
CONVERTED    INTO    USEFUL    ENERC.Y 

Efficiency, 
Type  of  Hoist  Per  Cent 

Spur-geared     80  to  90 

Screw-geared    40 

Differential     30 

Spur-Geared  Type 

The  spur-geared  type  of  chain  hoist  is  adapted  for  gen 
eral  service  but  is  particularly  useful  where  a  heavy  lifting 
capacity  and  high  speed  of  operation  are  desired.  It  is 
used  largely  with  some  form  of  crane,  or  monorail,  in 
machine  shops  or  foundries  for  handling  heavy  parts  and 
in  warehouses,  or  in  other  operations,  particularly  when 
the  efficiency  of  other  equipment  is  dependent  on  the 
facility  with  which  the  materials  are  handled.  These  hoists 
are  made  with  triple  gears  of  both  the  planetary  and  the 
gyratory  type;  or  with  single  or  multiple  gears  and  pinions. 

Planetary   Gear 

The  spur-geared  hoist  of  the  planetary  gear  type  is  used 
extensively.  It  consists  of  a  load  chain  carrying  the  hoist- 


203 


204 


HOISTING  MACHINERY 


ing  hook;  a  hand  chain  operating  a  power  wheel  or  sheave; 
and  a  train  of  planetary  gears  secured  within  a  gear  case 
or  block.  Both  ends  of  the  load  chain  are  secured  to  the 
hoisting  hook  and  the  chain  passes  over  a  load  sheave  keyed 
to  a  short  shaft  suspended  from  the  top  crosshead  of  the 
hoist.  The  hand  or  power  chain  consists  of  a  pendant 
endless  chain  passing  over  a  power  sheave  or  hand-wheel 
turning  on  the  screw  hub  of  a  ratchet  friction  disk  secured 
to  the  central  shaft  of  the  planetary  gear  and  controlling 
the  operation  of  the  central  pinion.  The  central  pinion 
meshes  with  two  intermediate  gears  held  diametrically 
opposite  to  each  other  in  a  pinion  case  which  is  secured  to 
the  load  sheave.  Pinions  on  the  shafts  of  the  two  inter 
mediate  gears  mesh  with  an  integral  gear  secured  to  the 
gear  case  and  serve  as  a  fulcrum  to  rotate  the  planetary 
gear.  When  power  is  applied  to  either  side  of  the  hand 
chain  loop,  the  central  pinion  rotates  the  intermediate  gears 
in  opposite  directions,  causing  their  pinions  to  travel  around 
the  internal  gear  and  rotate  the  pinion  case.  The  pinion 
case  being  secured  to  the  load  sheave,  transmits  the  power 
to  it,  causing  it  to  rotate  and  raise  or  lower  the  hoisting 
hook.  A  pawl  which  engages  the  ratchet  disk  prevents  the 
load  from  lowering  when  the  pull  on  the  hoisting  side  of 
the  hand  chain  loop  is  discontinued. 

To  lower  the  load  the  opposite  side  of  the  chain  loop  is 
pulled  downward,  thus  reversing  the  movement  of  the 
power  sheave  and  unscrewing  it  from  the  hub  of  the 
ratchet  disk.  This  releases  the  central  shaft  of  the  plane 
tary  gear  and  permits  the  weight  of  the  load  to  rotate  the 
gear  in  the  opposite  direction.  The  lowering  movement 
continues  until  the  pull  on  the  lowering  side  of  the  hand 
chain  loop  ceases,  when  the  revolving  of  the  ratchet  disk 
causes  it  to  again  screw  into  the  power  sheave.  This  stops 
the  movement  of  the  gears  and  holds  the  load. 

Hoists  of  this  type  are  made  with  a  single  gear  train 
for  capacities  upward  to  10  tons.  Two  gear  trains,  con 
tained  in  separate  gear  cases  connected  by  a  yoke  and 
operated  by  separate  hand  chains  but  having  a  single 
hoisting  hook,  are  used  for  capacities  from  10  tons  upward 
to  20  tons.  The  following  table  gives  data  on  spur-geared 
hoists  of  the  planetary  gear  type : 

TRIPLE   SPUR-C.EARKn  CHAIN'  HOISTS— PLANETARY  TYPE 

Pull  Hand  Load 

Required  on  Chain  Lifted 

Hand  Chain  Overhauled  Hoisting  with  Pull  No. 

to  Lift  Ca-  to  Lift  Speed  with  of  80  Lb.  on  of 

Capacity,     pacity  Load.  Load  1  ft.,  Full  Load,  Hand  Chain,      Men 

Tons                Lb.  Ft.  Ft.  Per  Min.         Lb.           Required 

'/!                   50  12J4  Id.  500  1 

V,                    62  21  8.  1.000  1 

1  80  31  4.  2,000  1 
I'A                  110  35  4.8  2,300  2 

2  120  42  3.6  2,600  2 

3  114  70  2.3  4,000  2 

4  124  84  1.7  5,000  2 
110  126  1.3  6,500  2 

6                      130  126  1.1  7,000  2 

135  168  .8  9,000  2 

140  210  .6  11,000  2 

130  126  1.1  13,000  4 

16                      135  168  .8  17,000  4 

20                      140  210  .6  20,000  4 

Note — Figures  given  for  12,  16,  and  20-ton  hoists  are  based  on 
hoists  having  two  hand  chains  operated  in  unison,  thus  permitting 
double  speed. 

Gyratory    Gear 

In  another  form  of  triple-geared  hoist  a  fixed  gear  train 
with  a  floating  duplex  internal  gear  which  is  cut  in  a 
two-part  yoke,  is  used  instead  of  the  planetary  gear  and  the 
fixed  internal  gear.  The  gear  train  consists  of  three  spur- 
gears  on  short  shafts  rotating  in  'bearings  in  the  frame  of 
the  hoist  block.  The  shafts  of  the  two  outer  gears  have 
double  eccentrics  which  rotate  in  bearings  in  the  two-part 
yoke.  The  center  spur  gear  is  keyed  to  the  power  sheave 


shaft  which  passes  through  the  hollow  shaft  of  the  lift 
wheel — a  toothed  wheel  fixed  to  the  load  sheave.  This 
lift  wheel  has  less  teeth  than  the  duplex  internal  gear,  and 
the  lower  teeth  in  one  side  of  the  two-part  yoke  mesh  with 
the  lower  teeth  of  the  lift  wheel,  while  the  upper  teeth  in 
the  other  side  of  the  yoke  mesh  with  the  upper  teeth  of 
the  wheel.  A  downward  pull  on  either  side  of  the  hand 
chain  rotates  the  gear  train,  causing  the  eccentrics  on  the 
shaft  of  the  two  outer  gears  to  impart  a  gyratory  motion 
to  the  two-part  yoke.  The  movement  of  the  yoke  rolls  the 
lift  wheel  within  the  duplex  internal  gear  and  revolves  the 
load  sheave,  thus  raising  or  lowering  the  hoisting  hook. 

A  high  capacity  hoist  of  the  gyratory  type  is  made  with 
the  gear  case  of  block  divided  into  three  compartments, 
the  two  outside  compartments  each  containing  a  load  sheave 
mounted  on  a  hollow  shaft,  and  the  central  compartment  a 
pinion  and  three  spur  gears.  The  pinion  is  secured  to  the 
power  sheave  shaft  \vhich  passes  through  the  hollow-  shafts 
of  the  two  load  sheaves  and  drives  the  three  spur  gears 
which  are  mounted  on  shafts  having  eccentric  ends.  These 
three  eccentrics  carry,  in  each  of  the  outer  divisions,  a  spur 
gear  which  meshes  with  an  internal  gear  secured  to  the  load 
sheave.  The  internal  gears  have  a  greater  number  of 
teeth  than  the  spur  gears  so  that  at  each  revolution  of  the 
eccentrics,  a  gyratory  movement  is  imparted  to  the  spur 
gears  and  the  load  sheaves  are  rolled  over  within  the  in 
ternal  gears,  thus  raising  or  lowering  the  hoisting  hook.  A 
multiple  disk  ratchet  brake  locks  the  hoist  and  holds  the  load 
at  any  point  but  permits  the  lowering  of  the  load  by  a  down 
ward  pull  on  the  other  side  of  the  pendant  hand  chain 
loop  which  reverses  the  movement  of  the  power  sheave. 
The  hoist  has  two  independent  load  chains  moving  over  the 
load  sheaves  simultaneously.  Idler  sheaves  permit  the 
doubling  up  of  these  load  chains,  so  that  the  load  is  carried 
by  eight  strands  of  chain. 

Hoists  of  the  gyratory  gear  type  operate  with  a  minimum 
of  vibration  and  are  especially  adapted  for  handling  molds 
in  a  foundry  or  for  handling  other  fragile  materials.  They 
range  upward  to  40  tons  in  capacity  as  shown  in  the  table : 
TRTPLK  SPT'R-GEARFJi  CHAIN*  HOISTS— GYKATOKV  TVl'K 


Height 
Capacity                              <  f  Lift, 
Tons                                       Ft. 
8 

V* 

8 
8 
g 
9 
0 
0 
2 
2 

1  '/ 

2                    

1                                   ....      1 

4                                   .  .          1 

5                               1 

(,                          1 

K                                                  1 

10 

16     
20          

40      

Pull 

Required 
to  Lift 

Capacity  Load, 
Lh. 

70 

56 

79 
102 
109 
115 
120 
104 
109 
135 
144 
160 

75 

90 

90 

90 


Chain 
Overhauled 

to  Lift 

Load  1  Ft., 

Ft. 

9 

20 

22 

39 

47 

70 

91 

123 

140 

159 

191 

195 

28C 

336 

504 

670 


Multiple  Spur-Geared  Type 

One  type  of  multiple  spur-geared  chain  hoist  is  operated 
by  means  of  a  pinion  turning  loosely  on  the  main  shaft  but 
attached  to  the  hand-chain  wheel  or  power  sheave.  This 
pinion  drives  a  spur  gear  keyed  to  a  second  shaft  at  the 
end  of  which  is  another  pinion  meshing  with  an  internal 
gear  keyed  to  the  end  of  the  main  shaft.  The  load-chain 
sheave  is  also  keyed  to  the  main  shaft  between  the  side 
frames  of  the  hoist  block.  A  downward  pull  on  either  side 
of  the  hand-chain  rotates  the  gear  and  thus  raises  or  lowers 
the  load. 

This  hoist  is  controlled  by  means  of  an  automatic  ratchet 
friction  brake.  The  ratchet  turns  on  the  extended  hub  of 


HOISTS 


205 


the  operating  pinion  and  has  friction  surfaces  which  are 
gripped  between  the  hand-chain  wheel  and  the  operating 
pinion  by  means  of  a  cam  which  is  actuated  by  the  speed 
of  hoist  during  the  lowering  movement.  In  the  hoisting 
movement  the  ratchet  brake  wheel  is  free  on  the  pinion  hub 
and  the  pawl  rides  over  the  ratchet  teeth.  When  the  pull  on 
the  hand  chain  ceases,  the  pawl  engages  the  ratchet  teeth, 
preventing  the  backward  movement  of  the  shaft  and  thus 
holding  the  load  suspended  until  the  gear  is  rotated  with 
sufficient  speed  to  overcome  the  action  of  the  cam  and  again 
releases  the  friction  disks.  The  capacities  of  these  hoists 
are  given  in  the  table  : 

Mri.TII'l.K   C.EAK  CHAIN   HOISTS 


Capacity, 
Lbs. 


Height 

of 

Lift. 
Ft. 


500 


2,000 

3,000 
4,00f> 

5,100    y 

6,000     10 

8,000     10 

lO.non    12 

12,000     12 

16.000     1-' 

20.000     12 

25,000     12 

30,000       12 

40,000     12 


Pull  on  I  land 

Chain  to  Lift 

Capacity  Load, 

Lbs. 

40 

50 

78 

110 

150 

130 

120 

145 

135 

155 

1M> 

165 
170 
175 
180 


Chain 
Handled, 

Ft. 

20 

27 

32 

33 

36 

53 

66 

80 
105 
108 
158 
210 
260 
150 
160 


Note—  Hoists  of    30.000    11).    and    40,000   II).    capacity    are    equipped 
with  t\vo  chain  blocks  and  two  hand  chains. 


Single    Spur-Geared   Type 

The  single  spur-geared  chain  hoist  is  adapted  for  use  in 
machine  shops  or  other  service  requiring  a  lifting  capacity 
upward  to  about  5  tons.  This  type  of  hoist  has  a  single 
spur  gear  wheel  to  which  the  load  chain  sheave  is  secured ; 
a  central  shaft  having  a  lifting  spur  or  pinion  on  one  end, 
a  quick  pitch  screw  on  the  other  end  and  a  ratchet  disk 
friction  brake  keyed  to  it  near  the  center;  and  a  power 
sheave  turning  loosely  on  the  central  shaft.  As  the  hoist 
ing  side  of  the  hand  chain  is  pulled  downward  the  power 
sheave  screws  tightly  against  the  ratchet  disk  and  rotates 
the  lifting  spur.  This  revolves  the  spur  gear  wheel  and  the 
load  chain  sheave  and  thus  raises  the  load.  A  pawl,  which 
engages  the  ratchet  disk,  holds  the  load  suspended  at  any 
point  until  a  pull  on  the  lowering  side  of  the  hand  chain 
unscrews  the  power  sheave  and  permits  the  weight  of  the 
load  to  reverse  the  movement  of  the  gear.  Single  spur- 
geared  hoists  develop  about  90  per  cent  of  the  power  ap 
plied  to  the  hand  chain  but  operate  at  a  comparatively  slow 
speed.  These  hoists  range  in  capacities  as  given  in  the  table  : 

SINGLE    SPUR-GEARED    CHAIN    HOISTS 


Capacity, 
Long 
Tons 

14 

Pull  on  Hand 
Chain  to  Lift 
Capacity  Load. 

r..b. 

70 

Hand  Chain 
Overhauled  to 
Lift  Load  1  Ft., 
Ft. 

4 

Hoisting 
Speed, 
Ft.  Per  Min. 

37 

% 

70 

8 

19 

V- 

56 

20 

7'/3 

K 

66 

25 

6 

.      56 

41 

3'', 

IVi 

69 

50 

2         . 

75 

62 

2'/, 

i 

125 

Itf 

4 

85 

112 

1'xi 

5     . 

.      96 

126 

Screw-Geared   Type 

The  screw-geared  or  \vorm-geared  chain  hoist — sometimes 
called  a  duplex  hoist — is  used  where  heavy  loads  arc  to  be 
handled  but  speed  of  lift  is  not  essential.  The  worm 


gearing  gives  great  hoisting  power  but  is  slow  moving  and 
therefore  this  type  of  hoist  is  particularly  adapted  for  use 
in  storehouses,  garages,  or  other  places  where  only  occasi 
onal  heavy  lifting  is  required.  Screw-geared  chain  hoists 
generally  are  designed  to  operate  at  any  angle  so  that  they 
may  be  used  successfully  in  a  horizontal  position  for  haul 
ing,  as  well  as  in  a  vertical  position  for  hoisting  purposes. 

In  the  most  common  type  of  screw-geared  hoists,  the 
hoisting  hook  is  secured  to  both  ends  of  the  load  chain, 
which  passes  over  two  load  sheaves  secured  to  the  extended 
hubs  of  a  single  worm  gear.  A  separate  hand  chain  oper 
ates  the  power  sheave,  on  the  shaft  of  which  is  a  worm 
meshing  with  the  worm  gear.  A  downward  pull  on 
either  side  of  the  hand  chain  rotates  the  power  sheave 
and  the  worm  and  transmits  the  power  through  the  worm 
gear  to  the  load  sheaves  thus  raising  or  lowering  the  load. 

Another  form  of  screw-geared  hoist  has  a  double  screw 
or  worm— cut  right  and  left  hand— on  the  power  sheave 
shaft  which  operates  two  worm  gears  turning  on  separate 
shafts  set  in  the  hoist  frame.  One  of  these  worm  gears 
rotates  the  load  sheave  which  is  secured  to  it,  while  the 
other  worm  gear,  rotating  in  the  opposite  direction,  is 
geared  back  to  the  shaft  of  the  load  sheave  thus  supple 
menting  the  direct  motion  of  the  load  sheave  gear. 

The  relative  proportions  and  capacities  of  the  screw- 
geared  chain  hoists  are  given  in  the  following  table : 

SCREW-GEARED    CHAIN    HOISTS 


Capacity, 
Tons 
i^ 

Heiiiht 
of 
Lift, 
Ft. 

8 

1 

8 

IK      

8 

<> 

- 

10 

4                   .  .  .  . 

10 

*              

12 

6     

12 

f 

....      12 

10    . 

1.' 

Pull  on  Hand 

Hand  Chain 

Chain  to  Lift, 

Overhauled 

Capacity  Load, 

to  Lift  Load, 

Lb. 

1  Ft. 

49 

60.5 

71 

76.0 

99 

89.5 

129 

98.0 

163 

98.0 

19O 

128.0 

293 

106.5 

293 

110.0 

358 

158.0 

403 

198.0 

Differential    Type 

Differential  chain  hoists  are  especially  adapted  for  use 
in  shops,  garages,  stores,  or  other  places  where  only  oc 
casional  light  lifting  is  required.  They  may  be  suspended 
from  a  stationary  hook  secured  to  seme  part  of  the  building 
or  to  a  separate  structure.  They  may  also  be  used 
with  a  trolley  on  jib  cranes,  on  monorails,  or  on  light 
capacity  overhead  cranes,  but  rarely  are  used  in  such 
service  as  other  types  of  hoists  are  preferable  where  fre 
quent  use  is  necessary. 

This  type  of  hoist  is  simple  in  construction  and  consists 
of  a  single  endless  chain  operating  over  a  double  or  dif 
ferential  upper  sheave  and  through  a  lower  sheave.  The  dif 
ferential  sheave  has  two  chain  grooves,  one  of  smaller 
diameter  than  the  other  which  causes  a  greater  length  of 
chain  to  pass  over  the  larger  diameter  than  over  the 
smaller  at  each  revolution  of  the  sheave.  The  hoist  hook 
is  suspended  from  the  pin  of  the  lower  sheave  and  is  raised 
or  lowered  by  pulling  downward  on  either  side  of  the 
pendant  loop  of  the  endless  chain. 

The  differential — the  difference  in  the  diameter  of  the 
grooves  in  the  double  sheave — is  small  and  not  sufficient 
to  permit  the  weight  of  the  load  to  overcome  the  friction 
of  the  parts.  This  allows  the  load  to  remain  suspended 
at  any  point  when  pull  on  the  hand  chain  ceases.  The 
speed  of  lift  and  the  length  of  chain  haulage  required 
per  foot  of  lift  is  proportional  to  the  amount  of  differential 
in  the  upper  sheaves.  There  being  four  parts  of  chain 


206 

A-A 


HOISTING    MACHINERY 


Single   Acting 


Balanced 


Oil  Governed 


Steam-Hydraulic 


7 


Horizontal  Air  Cylinder 


Hand  Operated  Traveling  Crane  ll'ith  Air  Hose  Reel 


Hand  Operated  Overhead  Traveling  Crane  With  Oil  Governed  Hoist  and  Air  Hose  Trolleys 

Pneumatic  Hoists 


HOISTS 


207 


suspended,  it  requires  4  ft.  of  chain  for  each   foot  of  lift. 
Differential    chain   hoists    range    in    capacity    upward    to 
about  3  tons  the  approximate  proportions  being  given  in  the 
following  table  : 

DIFFERENTIAL  CHAIN  HOISTS 

Minimum         Height           Length  of           Chain 
Distance                of                 Endless       Overhauled 
Capacity,                Between  Hooks,      Lift,               Chain,       to  Lift  Load, 
Tons                              Ins.                    Ft.                   Ft.                  1  Ft. 

y,                                  17                      6                     22                     18 

stalled   and   a   greater   height   of   lift   obtained   by   reeving 
two  or  more  parts  of  the  hoisting  rope. 
The  capacities  of  air  hoists  of  any  of  the  cylinder  types 
vary  with  the  diameter  of  the  cylinder,  which  ranges  from 
about  3   in.   to  24  in.,  and  the  air  pressure,   which   varies 
from  about  60  Ib.  to  100  Ib.  per  sq.  in.  of  piston  surface. 
They  are  used  largely  for  handling  weights  up  to  about  5 
tons  but  are  made  in  capacities   ranging  upward  to  about 
20  tons.    The  following  table  gives  the  approximate  relative 
proportions  of  this  type  of  hoist  : 

CYLINDER  TYPE  PNEUMATIC  HOISTS 

Inside                        I.iftingCapacities,       Approximate            Free  Air 
Diam                             Air  Pressures                 Length              Used  in  One 
.11  Cylinder,                    of  60  to  100  Lb,,             of  Stroke,              4-  Ft.  Lift, 
In.                                            Lb.                         Ft.     In.                   Cu.  Ft. 
'                                    165  to       270             .  .          .                

y,                                 21                       7                     26                     24J/j 

1                                      26                      8                     30                     29!/? 

IV,     .                 32                      8i4                 33                     35!/j 

2     ..                     ....      39                        9                      36                      38 

3     44                        9%                  38 

Pneumatic  Hoists 

Pneumatic  hoists  —  commonly  called  air  hoists  —  arc   usrd 
extensively   in   foundries,   where  certain  types  of  air  hoists 
are  especially  adapted  to  handling  molds,  and  also  in  other 
places  where  a  compressed   air  supply  is  available.     They 
are  particularly  suitable  for  use  in  power  plants  and  some 
classes   of   warehouses   where   the   fire   hazards   render   the 
use  of  electric  equipment  undesirable.     Air  hoists  are  made 
in   several   piston-operated   cylinder    types   and   in   the   air- 
motor  type.     They  may  be  installed  in  a  fixed  location  but 
generally  are  used  on  some  form  of  crane  or  monorail.    In 
some  cases  they  are  adapted  to  operate  a  small  platform 
type  of  elevator. 
Cylinder  Type 

3  V.    350  to       600              ..           .                   1.1  to     1.6 

4   600to    1,050             ..          .                 1.7  to    2.5 

5                       ...      l.OOOto    1,700              ..           .                  2.  7  to    4.1 

6         l.SOOto    2,500             ..          .                 3.8  to    5.8 

7    2,000to    3,300                                             5.2  to    8.0 

8   2,  500  to    4,500                6         0                  6.9  to  11. 

9           3,  500  to    5.500               6         0                 8.7  to  14. 

10             4,000to    7,000               6         0               11.    to  17. 

12          6,000  to  10,000                7         0                16.    to  24. 

l-i                           ..      8  000  to  13,  000                8         0                22.    to  33. 

16                         ..    10000  to  18,000              8         0               28.    to  43. 

18                      ....    12,000  to  23,000                8         0                36.    to  55. 

70                  16,000  to  28,000                8         0                44.    tc  68. 

24              24,000  10  40.000                8         0                63.    to  97. 

Single-Acting    Type 

The    single-acting   type   of   air   hoist    is    used   only    in   a 
vertical  position  and   for  hoisting  loads  which   do  not  re 
quire  delicate  handling.    It  is  used  largely  in  machine  shops 

The  cylinder  type  of  air  hoist  is  made  in  three  forms: 
the  single-acting  type ;  the  air-balanced  type ;  and  the 
double-acting  type.  These  hoists  consist  of  a  cylinder  and  . 
a  piston  operated  by  compressed  air  and  controlled  by  air 
valves  operated  from  the  floor  by  pendant  cords.  They  are 
connected  to  the  compressed  air  line  by  a  hose  so  con 
structed  as  to  withstand  the  pressures  necessary  to  operate 
the  hoist.  When  these  hoists  are  used  on  any  form  of 
traveling  crane,  the  flexible  air  hose  is  carried  on  specially 
designed  hose  trolleys  which  may  travel  on  the  crane 
runway  or  on  a  separate  rail  or  cable,  the  hose  hanging 
in  loops  or  tending  to  straighten  in  a  horizontal  position 
as  the  machine  travels  toward  or  away  from  the  fixed 
connection. 

A  hose  reel  is  sometimes  used  instead  of  the  trolley. 
This  device  permits  the  hose  to  pay  out  as  the  crane  travels 
away  from  the  connection  to  the  shop  pressure  line,  but 
has  sufficient  torque  to  reel  in  the  hose  when  the  travel 
is  toward  the  connection.  The  air  is  conducted  to  the 
hoist  through  the  hollow  shaft  of  the  reel. 

Only  a  comparatively  short  lift  may  be  obtained  with  an 
air  hoist  of  the  cylinder  type  as  the  travel  of  the  piston 
rod,  to  which  the  hoisting  hook  is  attached,  is  limited  by 
the  length  of  the  air  cylinder.  The  most  efficient  service  is 
obtained  when  the  air  cylinder  is  in  a  vertical  position,  but 
where  the  headroom  is  limited  the  cylinder  may  be  placed 
in  a  horizontal  position.  When  used  in  the  latter  position, 
a  sheave  is  placed  on  the  end  of  the  piston  rod — on  hoists 
having  only  a  short  stroke — and  the  hoisting  hook  is  sus 
pended  from  a  wire  rope  which  passes  over  the  sheave  and 
is  made  fast  to  a  fixed  point  on  the  hoist.  As  the  piston 
moves  outward  the  rope  passes  over  'he  sheave  and  raises 
the  hoisting  hook.  On  hoists  having  a  short  stroke — 30  in. 
or  less — the  piston  rod  is  constructed  so  that  it  has  suffi 
cient  rigidity  to  sustain  the  full  capacity  load  but  for  longer 
strokes  the  hoisting  rope  passes  over  the  sheave  at  the  end 
of  the  piston  rod  and  thence  over  another  sheave  which  is 
secured  to  some  fixed  part  of  the  air  cylinder  or  on  the 
trolley  •  nd  supports  the  load.  Multiple  sheaves  may  be  in- 


or  in  assembly  work  for  lifting  heavy  parts.  The  air  from 
the  pressure  line  is  admitted  through  a  valve  controlled 
by  the  operator  from  the  floor  to  the  underside  of  the  piston 
for  the  hoisting  movement  and  is  exhausted  from  it  for 
the  lowering  operation.  The  upper  part  of  the  cylinder  is 
vented  at  the  top  to  prevent  the  formation  of  an  air  cushion 
that  would  otherwise  interfere  with  the  free  upward  move- 
trie  vent  to  the  atmosphere.  This  relieves  the  pressure  in 
inent  of  the  piston.  To  lower  the  load,  the  air  is  exhausted 
from  under  the  piston — either  directly  to  the  atmosphere  or 
to  the  upper  chamber  of  the  cylinder  and  thence  through 
the  lower  chamber  of  .the  cylinder  and  allows  the  weight 
of  the  load  to  lower  the  piston.  Various  types  of  automatic 
cut-off  devices  are  used  so  that  the  movement  of  the  hoist 
is  under  control  and  cannot  operate  beyond  certain  pre 
determined  points. 

Balanced  Type 

The  air-balanced  type  of  hoist  is  used  chiefly  in  foundries 
for  handling  molds  or  cores,  or  for  drawing  patterns.  It 
may  also  be  used  in  other  industrial  work  for  handling 
fragile  material  which  requires  a  hoist  having  a  delicate 
control.  It  is  similar  in  construction  to  the  single-acting 
type  but  air  pressure  is  used  both  above  and  below  the 
piston,  thus  balancing  the  pressure  and  permitting  a  very 
slow  movement  of  the  piston  and  a  very  accurate  control  of 
the  hoist. 

In  some  hoists  of  this  type  the  full  air  pressure  is  always 
maintained  below  the  piston.  The  hoist  is  raised  by  ex 
hausting  the  air  from  the  upper  chamber.  To  lower  the 
hoist  the  exhaust  valve  is  closed  and  the  air  from  the 
pressure  line  is  admitted  to  the  upper  chamber,  thus  equal 
izing  the  pressure,  which,  because  of  the  greater  area  of 
the  upper  side  of  the  piston — due  to  the  area  occupied  by 
the  piston  rod — causes  the  piston  to  descend  and  lower  the 
hoist. 

In  another  method  of  operation  the  air  pressure  is  vari 
able  both  above  and  below  the  piston.  To  raise  the  hoist, 
the  air  from  the  pressure  line  is  admitted  below  the  piston 
and  forces  it  upward  against  the  pressure  in  the  upper 


208 


HOISTING    MACHINERY 


fct— 
'^   53 


o 

a,  a> 

u    O 

oH 

x    g 

'oO 

a 


II 
£•3 

-  o 


.SH 
o 


o  ° 

§  > 


BC  C 

.S  2 


O    cs 

a 


2  - 
o  5 


HOISTS 


209 


chamber  thus  raising  the  load.  To  lower  the  hoist  the  upper 
chamber  is  connected  to  the  lower  chamber  through  an  air 
valve,  thus  equalizing  the  pressure  above  and  below  the 
piston  and  allowing  the  piston  to  descend  by  force  of  its 
own  weight. 

Double-Acting   Type 

The  double-acting  type  of  air  hoist  operates  with  equal 
force  in  either  direction  and  is  used  when  a  hoisting  or 
pulling  movement  and  also  a  pushing  acti.m  i^  desired.  In 
this  type  both  the  upper  and  lower  chambers  of  the  cylin 
der  are  so  arranged  that  air  under  pressure  may  be  ad 
mitted  to  and  exhausted  from  it  as  in  the  lower  chamber 
of  the  single-acting  hoist.  This  permits  a  movement  in 
either  direction  at  the  full  capacity  of  the  cylinder.  This 
type  of  hoist  is  not  used  extensively  as  the  single-acting 
and  air-balanced  types  are  less  complicated  in  construction 
and  meet  all  the  requirements  lor  the  usual  hoisting  pur 
poses  in  most  simp-. 

Oil-Governed  Type 

The  oil-governed  type  of  air  hoist  operates  in  a  manner 
similar  to  the  air-balanced  type  and  is  used  chiefly  in 
foundries  in  the  same  class  of  service.  This  type  has  a 
hollow  piston  red  and  a  cyl'nder  with  a  double  top-head 
which  forms  a  reservoir  and  contains  a  small  quantity  of 
oil  under  pressure  by  means  of  which  the  upward  move 
ment  of  the  piston  is  governed.  The  lower  chamber  of  the 
cylinder  is  under  constant  air  pressure,  which  serves  to  raise 
the  piston  in  the  hoisting  movement  and  acts  as  a  cushion 
as  the  piston  descends  in  the  lowering  movement  and  thus 
gives  a  very  delicate  control. 

The  hollow  piston  rod  is  connected  with  the  oil  reservoir 
by  a  tube  fixed  to  the  lower  wall  of  the  reservoir  and 
passing  through  a  stuffing  box  in  the  piston  head  into  the 
hollow  piston  rod.  When  the  piston  is  down  the  oil  passes 
through  a  check  valve  and  fills  the  hollow  piston  rod.  As 
the  oil  is  also  under  pressure  this  resists  the  air  pressure 
in  the  lower  chamber  and  when,  by  means  of  a  regulating 
valve  which  is  controlled  by  the  operator,  the  oil  is  allowed 
to  escape  from  the  hollow  piston  rod  to  the  reservoir,  it 
permits  the  upward  movement  of  the  piston  but  at  the  same 
time  governs  its  speed. 

The  hoist  is  lowered  by  admitting  air  under  pressure  to 
the  upper  chamber ;  this  overbalances  the  pressure  on  the 
lower  side  of  the  piston  head  causing  the  piston  to  descend. 
A  hoist  of  this  type  may  be  operated  without  using  the 
oil  governing  feature  and  it  is  then  controlled  in  the  same 
manner  as  other  air-balanced  hoists.  The  oil-governed 
method  of  control  permits  the  movement  of  the  piston  in 
either  direction  without  the  jerkiness  sometimes  experi 
enced  with  air  hoists. 

Steam-Hydraulic    Hoist 

The  steam-hydraulic  hoist  usually  is  not  portable  and  it 
is  used  chiefly  on  stationary  jib  cranes.  Because  of  its 
special  control  features  this  type  of  hoist  is  particularly 
adapted  to  foundry  work  for  setting  large  cores  and  for 
handling  molds  or  ladles  of  molten  metal.  The  hoist  con 
sists  of  a  pressure  tank  or  cylinder,  fixed  on  a  foundation 
near  the  base  of  the  crane,  and  an  upper  or  lifting  cylinder 
suspended  from  the  crane  structure.  Unlike  other  hoists  of 
the  cylinder  type  the  piston  is  stationary  while  the  lifting 
cylinder  moves  upon  it.  This  type  of  hoist  may  be  op 
erated  by  a  combined  use  of  water,  air,  and  steam :  hy 
water,  oil  and  air;  by  water  and  air;  or  by  oil  and  air. 

A  detailed  description  of  the  operation  of  the  steam- 
hydraulic  hoist  is  given  in  this  book  in  the  chapter  on 


cranes  under  the   title  of  "Steam-Hydraulic   Balanced  Jib- 
Craue." 

Air-Motor  Hoists 

Air-motor  hoists  have  been  developed  to  a  considerable 
degree  of  efficiency  and  are  used  to  quite  an  extent  in  in 
dustrial  plants,  particularly  in  foundries  where  a  hoist  hav 
ing  a  delicate  control  is  especially  desirable.  Hoists  of 
this  type  consist  of  some  form  of  geared  hoisting  mecha 
nism  operated  by  an  air  driven  motor  of  the  piston  type. 
These  hoists  arc  provided  with  a  throttle  or  control  valve 
and  are  designed  to  operate  so  that  an  accurate  control  may 
be  obtained.  This  feature  makes  such  a  hoist  especially  de 
sirable  not  only  for  handling  fragile  materials  but  for  other 
work  requiring  an  easily  controlled  and  quick-acting  hoist 
of  moderate  capacity.  Usually  the  control  valve  is  placed 
on  the  hoist  itself  but  if  necessary  it  may  be  placed  at  a 
remote  point  on  the  pressure  line  so  that  the  hoist  may  be 
controlled  from  an  elevated  platform  or  other  location  from 
which  the  operator  may  have  a  clear  view  of  the  work.  It 
is  also  quite  general  practice  to  provide  a  limit  stop  which 
automatically  cuts  off  the  air  pressure  when  the  hoist 
reaches  a  predetermined  point. 

Air-motor  hoists  of  the  smaller  sizes — up  to  about  1-ton 
capacity — may  be  geared  with  but  one  speed  reduction, 
which  generally  is  of  the  worm  type.  1  loists  of  greater 
capacities,  however,  generally  have  two  speed  reductions, 
a  worm  on  the  motor  shaft  rotating  a  worm  wheel  on  the 
shaft  of  which  is  a  pinion  which  meshes  with  a  spur  gear 
keyed  to  the  shaft  of  the  cable  drum  or  the  lead  chain 
sheave. 

Oscillating  Cylinder  Type 

One  form  of  air  motor  used  with  hoists  of  this  type 
consists  of  two  double  cylinders  set  at  right  angles  to 
each  other  and  arranged  to  oscillate  on  a  shaft.  Piston 
valve  mechanism  is  dispensed  with  as  the  oscillation  of  the 
cylinders  alternately  opens  and  closes  the  cylinder  air  ports. 
The  motor  may  be  run  in  either  direction,  the  admission 
of  air  from  the  pressure  line  being  regulated  by  a  control 
valve  of  the  balanced  slide  valve  type.  This  valve  is 
equipped  with  a  double  end  control  lever  which  is  operated 
from  the  floor  by  pendant  cords  or  chains.  A  downward 
pull  on  either  side  of  the  lever  starts  the  motor  and  raises 
or  lowers  the  hoist.  The  lever  automatically  assumes  a 
central  position  and  cuts  off  the  air  when  the  pendant  con 
trol  cords  are  released.  This  type  of  hoist  is  made  in 
capacities  given  in  the  following  table : 

OSCILI.ATTXC,  CYLINDER  A1R-MOTOK   HOISTS 

Heisjht                 Speed  of  (  :i.  Ft. 
of                    Lift  80  Lh.                 of  Free 
Lift,  Pressure  Per  Min..  Air  Consumed 
Ft.                          Ft.  Per  Fort  Lift 
9                            27  } 

2    9  16  4 

3    11  10  8 

5    12  7  15 

10    12  4 

Rotating   Cylinder   Type 

Another  type  of  air  motor  used  on  such  hoists  consists 
of  three  cylinders  formed  in  a  single  casting  and  arranged 
radially  around  a  crank  shaft.  The  cylinders  rotate  about 
the  crank  and  the  air  is  thus  successively  admitted  to  the 
cylinders  or  exhausted  from  them  through  ports  in  the 
crank  itself:  this  eliminates  the  need  of  a  special  valve 
mechanism.  This  hoist  may  be  operated  in  either  direction, 
the  air  supply  being  controlled  by  a  self-centerins  valve  of 
the  reversing  type.  The  valve  is  operated  by  pulling  on 
pendant  control  cords  or  chains  attached  to  the  starting 
levers,  a  downward  pull  on  either  lever  starting  the  motor 


Capacity. 
Tons 
1    . 


210 


HOISTING    MACHINERY 


V 

E 


o 
o 

ffi 


5 

cj 


HOISTS 


211 


and  raising  or  lowering  the  hoist  as  may  be  desired.  When 
the  control  cords  are  released  the  valve  automatically  cen 
ters  and  cuts  off  the  air  pressure.  The  following  table 
gives  the  capacities  of  air-motor  hoists  of  this  type: 


Capacity, 


ROTATING  CYLINDER  AIR  MOTOR   HOIST 

Maximum  Feet  Lift  Cu.  Ft. 

Lift,  Per  Min.  80  Lb.  Free  Air 

Ft.  Pressure  Per  Min. 

1  000     20  32  45 

2,000    20-  16  45 

4,000     20  8  45 

7.000     20  8  80 

10,000     20  80 


apaci 
Lb. 


Reciprocating    Square-Piston    Type 

Another  type  of  air  motor  used  on  many  pneumatic 
hoists  is  designed  with  a  double  piston,  one  working  inside 
of  the  other ;  the  outer  piston  is  square  and  the  inner  one 
round.  These  pistons  are  placed  in  a  rectangular  steam 
chamber — the  cylinder — so  that  a  bearing  at  the  center  of  the 
inner  piston  fits  Over  the  pin  of  the  crank  shaft.  Both 
pistons  take  air  and  also  exhaust  it  through  four  ports  in 
the  inner  piston  which  alternately  communicate  with  two 
circular  ports  in  the  steam  chamber  cover.  These  circu 
lar  ports  are  connected  with  the  throttle ;  thus  as  the  motor 
operates,  two  of  the  ports  in  the  piston  are  always  taking 
air — one  for  the  inner  piston  and  one  for  the  outer — while 
the  other  two  ports  exhaust  it  to  the  atmosphere.  The  two 
pistons  are  set  at  right  angles  to  each  other,  the  outer 
piston  having  a  lateral  reciprocating  movement  while  the 
inner  piston  has  a  vertical  movement.  These  movements 
are  timed  so  that  the  pistons  work  in  unison  and  transmit 
a  uniform  rotary  movement  to  the  crank  shaft.  This  motor 
is  of  the  reversing  type  and  is  designed  to  be  operated  by 
either  air  or  steam.  Hoists  thus  equipped  range  in  ca 
pacities  as  shown  in  the  following  table : 


SQUARE    PISTON   AIR-MOTOR   HOISTS 


Capacity, 
Tons 

V,     •• 

2  .' .' .' .' 

3  .... 
5  .... 
7  ..    . 

10     .... 


Height  of  Lift.       Speed  of  Lift, 

Ft.  Ft  Per  Min. 

...          8  24 

...10  16 

...10  14 

...        10  10 

...10  7 

...10  8 

...10  8 


Electric-Motor  Hoists 

Electric-motor  hoists  have  reached  a  high  state  of  ef 
ficiency,  and  because  of  the  ease  of  control  are  preferable 
to  other  types  of  hoists  where  a  great  amount  of  hoisting  is 
required  and  where  electric  current  is  available.  They  are 
adaptable  to  practically  any  class  of  service  and  may  be 
used  in  machine  shops  for  handling  heavy  parts  to  and 
from  the  finishing  machine ;  in  foundries  for  handling  molds 
or  ladles,  or  for  transporting  materials  about  the  shop ; 
and  in  warehouses,  ice  plants,  or  in  other  operations  where 
a  hoisting  machine  may  be  used.  These  hoists  may  be 
suspended  from  a  hook  in  a  fixed  location,  or  they  may 
be  installed  on  a  plain  trolley  or  a  geared  trolley  traveling 
on  the  jib  of  a  crane  or  on  a  monorail  and  operated  either  by 
hand-power  or  by  an  electric  motor.  Some  hoists  of 
this  type  are  made  for  stationary  mounting  and  are  used 
in  a  permanent  location,  or  are  installed  on  the  bridge 
of  a  crane  or  on  some  other  type  of  hoisting  machine. 
They  then  may  be  used  to  operate  a  hoisting  line  or  may 
be  used  solely  to  rack  a  trolley  across  the  crane  bridge 
structure. 

The  hoisting  mechanism  of  an  electric  hoist  consists 
of  a  gear  train  of  either  the  worm-geared  or  the  spur- 
geared  types  or,  in  some  cases,  a  combination  of  the  two 


types.  On  some  hoists  a  link-chain  belt  is  used  to  transmit 
the  power  from  the  motor  to  the  hoisting  gear.  On  the 
most  modern  designs  the  gears  arc  enclosed  in  tight  cases 
and  rotate  in  a  bath  of  lubricant.  This  insures  proper  lubri 
cation  of  the  gears  and  at  the  same  time  protects  them 
from  dirt  or  injury. 

Generally  a  hoisting  cable  made  of  a  good  grade  of 
steel  wire  rope  is  used  but  crane  chain  is  sometimes  used 
on  hoists  of  this  type.  The  cable  winds  on  a  single  or  a 
double  drum  on  the  main  shaft  of  the  hoisting  gear,  a 
single  strand  of  cable  being  used  on  hoists  of  light  capacity 
— up  to  about  1  ton ;  two  strands  on  hoists  having  a  capacity 
upward  to  about  5  tons;  and  four  strands  on  hoists  having 
a  capacity  of  7  to  15  tons. 

The  electric  motor  may  be  of  either  the  direct  current 
or  the  alternating  current  type  and  may  be  equipped  with 
either  a  single-speed  or  a  variable  speed  controller.  The 
controller  may  be  placed  on  the  hoist  itself  and  be  operated 
from  the  floor  by  pendant  cords  attached  directly  to  the 
control  lever  or  to  outrigger  arms  (floor  control)  ;  may 
be  placed  in  a  fixed  location  in  some  part  of  the  building 
and  connected  to  the  hoist  by  electric  wiring  (remote  con 
trol)  ;  or,  when  used  with  a  man-riding  trolley  on  a  mono 
rail  or  a  bridge  crane,  it  may  be  installed  in  the  operator's 
cab  (cab  control). 

The  single-speed  controller  serves  only  to  start,  stop, 
and  reverse  the  motor,  the  full  speed  of  the  motor  being 
obtained  when  the  controller  is  in  the  "on"  position.  This 
type  of  control  is  suitable  only  for  hoists  having  a  com 
paratively  slow  speed  and  which  are  used  entirely  in  gen 
eral  service  where  delicate  handling  of  the  material  is 
not  essential. 

The  variable-speed  controller — also  called  foundry-con 
troller — permits  the  operator  to  obtain  a  change  in  the 
running  speed  by  moving  the  controller  handle  to  various 
speed  indicating  marks  on  the  controller  case.  This  type 
of  controller  automatically  centers  and  cuts  off  the  current 
when  the  lever  is  released  and  the  load  may  therefore  be 
suspended  at  any  point.  This  is  a  desirable  feature  and 
makes  this  type  of  hoist  especially  adaptable  to  foundry 
service — hence  the  term  "foundry  control."  A  limit  stop 
automatically  operates  the  controller,  turning  off  the  current 
and  stopping  the  motor,  when  the  hook  reaches  a  pre 
determined  upper  limit  of  travel,  thus  preventing  the  shock 
which  would  otherwise  occur. 

Load  Brakes 

A  mechanical  load  brake  is  generally  used  on  electric 
hoists  in  order  to  give  the  operator  positive  control  of 
the  load.  This  form  of  brake  is  made  in  various  designs : 
One  type  of  mechanical  load  brake  is  of  the  screw-and- 
disk  type  geared  to  the  intermediate  shaft  and  usually 
having  three  friction  disks.  Lowering  the  load  tends  to 
operate  a  coarse  pitch  screw  through  the  gearing,  gripping 
the  middle  disk  which,  by  means  of  a  roller-pawl,  is  pre 
vented  from  turning  during  the  lowering  movement  but 
is  free  to  turn  when  the  load  is  being  raised.  The  resulting 
friction  arrests  the  downward  movement  of  the  load  until 
the  hoist  motor  is  again  started  and  drives  the  hoist  gearing 
with  sufficient  speed  to  overcome  the  action  of  the  screw. 
The  pitch  of  the  screw  is  such  that  the  friction  and  resist 
ance  of  the  disk  is  always  in  excess  of  the  lowering  effort  of 
the  load.  This  insures  the  prompt  application  of  the  load 
brake  when  the  motor  stops  and  prevents  accidents  in 
case  of  a  failure  of  the  electric  current  or  the  motor. 

In  another  design  of  the  flat  friction-disk  type  of  load 
brake  the  center  disk  remains  stationary  both  in  the  lowering 


212 


HOISTING  MACHINERY 


Electric    Hoist    Installed    on    Overhead    Traveling    Crane  Electric  Hoist  Installed  on  Cantilever  Monorail,  Handling 

Handling    Block    Stone    with    Stone    Tongs  Loose   Material   with   Turnover   Bucket 


Monorail    Hoist   Handling   Pipe   with    Rectangular   Lifting  Monorail    Hoist    Handling    Boxed    Material    with    Tongs 

Magnets  on   a   Spreader   Bar  Chain   Hoist    in   Background 


HOISTS 


213 


and  the  hoisting  movement,  and  no  pawl  or  retaining  band> 
are  used.  The  arrangement  of  the  gears  and  a  cam  causes 
the  motor  gear  to  drive  the  intermediate  gearing  direct, 
with  the  brake  released  while  hoisting,  and  the  intermediate 
pinion  acting  on  the  cam  automatically  sets  the  brake 
when  the  hoisting  movement  ceases.  When  lowering  a  load 
the  rotation  of  the  motor  gear  relieves  the  pressure  on  the 
disks  sufficiently  to  allow  the  load  to  descend  hut  absorbs 
only  enough  power  to  prevent  excessive  acceleration,  thus 
insuring  a  uniform  speed.  With  this  type  of  load  brake, 
no  brake  is  required  on  the  motor  itself. 

Another  type  of  load  brake  consists  of  a  series  of 
asbestos-lined  wire-woven  friction  rings  running  on  steel 
disks.  This  brake  automatically  adjusts  itself  and  controls 
the  load  in  the  lowering  operations. 

Motor  Brakes 

Several  different  types  of  motor  brakes  are  used.  These 
may  be  either  of  the  mechanical  or  the  electrically  operated 
types :  One  type  of  mechanically  operated  motor  brake  con 
sists  of  two  brake  jaws  or  levers  fitted  with  friction  lining 
and  gripping  a  wheel  on  the  motor  armature  shaft.  It 
operates  in  conjunction  with  the  controller,  the  brake  jaws 
closing  automatically  when  the  current  is  off,  and  releasing 
when  the  controller  lever  is  pulled  to  the  "on"  position. 

A  magnetic  type  of  disk  brake  is  used  on  many  motors, 
in  which  two  disks  are  keyed  to  and  rotate  with  the  armature 
shaft.  They  are  interposed  between  three  stationary  disks, 
and  when  the  current  is  off  a  spring  presses  all  five  disks 
together  and  prevents  the  armature  from  revolving.  When 
the  current  is  on  a  magnet  pulls  the  live  disks  from  contact 
with  each  other  and  this  allows  the  two  rotating  disks  to 
revolve  with  the  armature. 

An  electrically  operated  shoe  brake  is  used  on  some  hoists. 
This  brake  has  a  pulley-wheel  mounted  on  the  armature 
shaft  and  this  wheel  is  gripped  between  pivoted  levers 


which  are  connected  to  a  solenoid.  When  the  current 
is  off,  the  weight  of  the  solenoid  plunger  holds  the  levers 
tirmly  against  the  pulley  and  the  resulting  friction  prevent* 
the  armature  from  revolving.  When  the  current  is  on  the 
magnet  lifts  the  plunger,  thus  releasing  the  pivoted  levers 
and  allowing  the  pulley -wheel  and  the  armature  to  revolve 
freely. 

On  electric  hoists  of  the  hook-suspension  type  or  the 
stationary-mounting  type  the  electric  current  is  conducted 
to  the  hoi.st  motor  by  a  flexible  conductor  cable  attached 
to  some  part  of  the  machine  on  which  the  hoist  is  installed. 
On  hoists  suspended  from  a  trolley  the  current  is  taken  from 
conductors,  on  one  or  both  sides  of  the  monorail,  by  current 
collectors  of  the  trolley-wheel  type,  the  roller  type,  the 
spoon  type,  the  hook  type,  or  the  sliding  contact-shoe  type 
Electric  hoists  range  in  capacity  upward  to  about  20  tons 
with  approximate  proportions  as  given  in  the  following 
table : 

FLOOR  OPERATIC!)  ELECTRIC  HOIST— FOUNDKV  COXTROL 

Hoisting  Speed  No.  of             Maximum 
in  Ft.  Per  Min.    Hoisting  Ropes     Lift  in  Ft. 

40  2  20 

40  2  20 

20  2  20 

20  2  22 

25  2  22 

26  2  23 

27  2  23 

20  2  23 

16  2  23 

14  3  15 

10  4  11 


Capacity. 

I  I). 

1,000  ... 

2,000  ... 

4,000  . . . 

6,000  .  . . 

8.OOO  .  .  . 

10.00O  .  .  . 

15,000  ... 

JO.OOO  .  .  . 

->5  000  .  . 

30.000  .  . 

40,000  .  .  . 


FLOOR  OPKRATKI)   ELECTRIC   HOIST— SINGLE   SPEED 


Capacity, 
I.h. 

500  .  . 

1.000  .. 

2,000  .  . 

4.00O  .  . 

<.. i . 

8,000  .  . , 

10.000  .. 


Hoisting  Speed  No.  of  Maximum 
in  Ft.  Per  Min.    Hoisting  Ropes     Lift  in  Ft. 

....25  2'4  14 

....28  2%,  14 

20  2ft  18 

....       20  2^  40 

13  2A  32 

10  4)|  20 

8  4H  20 


Monorail  Hoists  and  Telphers 


Monorail  hoists  and  telphers  are  used  in  many  industrial 
operations  where  some  method  of  quickly  lifting  and  trans 
porting  the  materials  to  various  parts  of  the  plant  is  essen 
tial.  The  character  of  the  work  required  of  a  hoisting  and 
transporting  machine  in  many  of  the  processes  of  manu 
facturing  precludes  the  use  of  the  overhead  traveling  crane 
and,  in  cases  where  comparatively  light  objects  must  be 
moved  from  one  department  to  another,  some  form  of  hoist 
ing  machine  traveling  en  a  monorail  has  been  found  best 
adapted  to  the  work.  The  monorail  being  suspended  from 
the  ceiling  or  other  overhead  portion  of  the  building  may 
be  installed  and  used  without  interfering  with  operations 
in  the  area  underneath  and  therefore  is  preferable  to  the 
industrial  platform  car,  which  requires  a  clear  floor  space 
in  which  to  lay  the  necessary  track  and  which  must  also 
be  kept  open  to  operate  the  car. 

The  monorail  hoist  of  the  cab-operated  type  and  the  mono 
rail  telpher  are  similar  in  general  design  and  usage  and  are 
often  classed  as  identical  machines.  There  are,  however, 
some  distinctive  differences  in  their  construction :  The  cab- 
i  perated  monorail  hoist  consists  of  an  electric  hoist  to 
which  is  attached  an  operator's  cage  or  cab.  Generally  a 
flexible  connection  is  used  between  the  hoist  and  the  cab, 
but  many  machines  of  this  type  are  built  on  a  rigid  frame. 
The  cab  contains  the  motor  controls  and  space  is  provided 
for  the  operator  so  that  he  may  travel  with  the  load.  This 
apparatus  usually  is  suspended  from  and  travels  on  the 

lower  part  of  the  monorail  in  the  same  manner  as  the  ordi- 

- 


nary  floor-controlled  electric  hoist  and  is  used  chiefly  in 
indoor  work,  although  it  may  be  and  frequently  is  used  in 
outdoor  service.  It  is  commonly  used  as  a  single  unit  to 
handle  some  form  of  accessory  such  as  bucket,  a  magnet, 
or  hooks  of  various  types  but  in  some  instances  it  also 
hauls  a  trailer. 

The  telpher  differs  somewhat  from  the  cab-operated  mono 
rail  hoist,  the  hoisting  machinery  and  the  operator's  cab 
being  built  on  a  rigid  frame  and  suspended  from  small 
swiveling  trolleys  or  trucks,  usually  traveling  on  a  rail  laid 
on  top  of  a  supporting  structure  and  taking  power  from 
an  overhead  line  through  one  or  more  short  trolley  poles 
equipped  with  collector  wheels  or  flat  sliding  shoes.  Gen 
erally  some  form  of  double-hook  hoisting  apparatus  is  pro 
vided  and  the  telpher  is  operated  in  the  same  manner  as  the 
ordinary  monorail  hoist.  Some  forms  of  telphers  are  de 
signed  to  travel  on  a  cable  instead  of  the  rigid  monorail  and 
many  of  them  are  equipped  for  automatic  operation  at  pre 
determined  points,  the  operator  being  stationed  at  a  remote 
fixed  point. 

Monorail    Hoists 

Many  electric  hoists  of  the  floor-controlled  types  installed 
on  a  monorail  and  used  to  handle  material  over  a  limited 
area — an  area  restricted  to  a  comparatively  short  distance- 
are  frequently  referred  to  as  "monorail  hoists."  This  term 
has,  however,  by  common  usage,  come  to  mean  more  specif 
ically  an  electric  hoist  having  attached  to  it  A  cage  or  cab 

••  • 


214 


HOISTING    MACHINERY 


fcu 


HOISTS 


215 


in  which  the  controllers  are  installed  and  space.-  is  provided 
for  the  operator  so  that  he  may  travel  with  the  load. 

These  machines  are  used  chiefly  in  industrial  plants,  power 
plants,  or  warehouses,  but  they  may  be  used  wherever  the 
necessary  trackage  can  be  installed.  They  may  be  equipped 
with  the  ordinary  fall-block  and  hook  or  with  a  plain  hook 
suspended  from  the  hoisting  drum  and  may  be  used  in 
machine  shops  and  foundries  or  in  any  other  indoor  or  out 
door  service  where  a  hoist  is  required.  They  may  also  be 
equipped  with  hoisting  accessories,  such  as  a  magnet  for 
handling  metals;  with  an  automatic  grab-bucket  to  handle 
fuel  in  power  plants  or  in  operations  such  as  handling 
gravel  or  sand  ;  or  they  may  be  equipped  with  any  of  the 
various  types  of  grab  hooks,  clamps,  grapples,  or  slings  and 
be  used  in  practically  any  class  of  service  where  hoisting 
is  necessary.  They  are  particularly  adapted  to  handling 
some  form  of  container  for  transporting  materials  about 
a  shop  or  in  a  warehouse.  Being  suspended  on  an  overhead 
track  the  entire  floor  space  underneath  may  be  utilized  for 
other  purposes. 

The  complete  equipment  consists  of  an  electric  hoist, 
generally  constructed  in  substantially  the  same  manner  as 
the  floor-controlled  types  and  suspended  from  the  monorail 
on  two  pairs  of  trolley  wheels  propelled  by  electric  power ; 
and  the  operator's  cab,  also  suspended  from  the  monorail, 
generally  on  a  plain  trolley  and  connected  to  the  hoist 
frame  so  that  it  travels  with  the  hoist.  The  entire  machine 
travels  on  the  lower  flanges  of  the  monorail  and  has  suffi 
cient  flexibility  to  pass  around  curves  of  very  short  radius. 
Various  forms  of  switches  and  turntables  are  also  provided 
in  the  trackage  system  which  allow  the  machine  to  make  90 
deg.  turns  and  to  travel  into  any  part  of  a  building  from 
room  to  room,  thus  making  a  most  efficient  means  of  con 
veying  the  raw  materials  to  the  machines  and  for  removing 
the  finished  products.  Power  is  taken  from  a  line  installed 
on  the  monorail  itself,  or  on  the  supporting  structure,  and 
is  conducted  to  the  motors  through  a  rolling  or  sliding  type 
of  current  collector.  These  machines  may  be  operated  on 
either  a  direct  current  or  an  alternating  current. 

Approximate  capacities,  speeds,  etc.,  of  cab-operated 
monorail  hoists  are  given  in  the  following  table : 


CATS-OPERATED   MONORAIL   HOISTS 
Hoist                                          Trolley 

Capac-                Spee< 
ity.                Ft.  P< 
Tons                 Min 

y,      ...    30 

U                        No.                       Speed, 
•r       Lift,           of        Motor     Ft.  Per 
Ft.        Ropes      H.  P.       Min. 

DIRECT  CURRENT 
28             1             I'/,         350 
30             2              3              350 
50              2             6              350 
50            2             9             350 
21             3             6             350 
15             4             6             350 
31              3            12              350 
23              4            12              350 

ALTERNATING  CURRENT 

30            2             5             350 
50             2             5             350 
50            2             5             350 
21             3             5             350 
17             4             5             350 
31              3            15              350 
23              4            15              350 

Min.  Ra 
dius  of 
Motor    Curve, 
H.  P.        Ft. 

2              8 
2              8 
4              8 
4              8 
6             6 
6              6 
8              6 
10              6 

2              8 
2              8 
3              8 
5             6 
6.5           6 
10             6 
10             6 

1                 .  .     20 

]!/                    26 

2                        30 

3                        23 

4     17 

4J4     33 

6                         25 

1     40 

\\'t     30 

^                        30 

3         23 

4     17 

414      .           .      33 

6     .                     25 

Telphers 

The  telpher  is  similar  in  construction  to  the  cab- 
operated  monorail  hoist  and  is  used  in  much  the  same  class 
of  service.  Telphers  have,  however,  been  adapted  to  a. 
more  extensive  outdoor  use  and  are  used  to  transport  ma 
terials  for  considerable  distances.  They  may  be  installed 
on  specially  constructed  trestles,  on  bridge  structures,  or  on 
brackets  secured  to  the  side  wall  of  a  building.  They  gen 


erally  travel  on  a  rigidly  supported  monorail  taking  power 
from  an  overhead  wire,  but  in  some  cases  they  are  de 
signed  to  travel  on  a  suspended  traction  cable,  often  taking 
power  through  the  cable  itself.  They  are  made  in  the 
man-riding  or  cab-operated  types  or  may  be  equipped  for 
automatic  control,  the  operator  manipulating  the  machine 
from  a  distance.  Some  form  of  automatic  bucket  or  other 
accessory  may  be  used,  or  the  telpher  may  be  provided 
\\  ith  double  hoisting  hooks  from  which  may  be  suspended 
a  small  platform  car  or  a  rack  or  other  form  of  container 
into  which  the  material  may  be  loaded. 

The  facility  with  which  a  machine  of  this  type  may  be 
manipulated  in  close  quarters — as  usually  is  necessary,  par 
ticularly  in  warehouse  work — makes  the  telpher  a  most  effi 
cient  apparatus  for  handling  miscellaneous  freight  or  for 
handling  any  class  of  loose  or  package  freight  in  constant 
volume. 

In  many  cases  the  installation  of  a  telpher  may  entirely 
supersede  the  use  of  manual  labor  or  of  trucking  material 
by  teams  or  by  other  forms  of  transportation.  It  is  also 
possible  to  install  the  overhead  trackage  in  many  otherwise 
inaccessible  places,  as  over  ravines  or  rivers  or  rough  coun* 
try  where  it  would  be  impossible  to  establish  many  of  the 
other  modes  of  transport. 

Cab-Operated   Monorail  Telphers 

In  the  most  commonly  used  type  of  telpher,  the  operator 
travels  with  the  machine  and  controls  its  operation  from  the 
cab.  The  complete  machine  consists  of  an  electric  hoisting 
apparatus  and  the  operator's  cab,  both  being  built  into  a 
rigid  frame  and  suspended  from  trolley  trucks  which  travel 
on  a  monorail ;  and  some  form  of  fixed  or  detachable  car 
or  container  which  may  be  lowered  to  the  floor,  and  then 
tdled  and  hoisted  and  transported  where  desired. 

The  hoisting  apparatus  may  either  be  similar  to  the  ordi 
nary  type  of  electrically  operated  geared  hoist  or  may  be 
designed  with  one  or  more  hoisting  drums  similar  to  those 
on  trolleys  used  on  the  overhead  bridge  type  of  traveling 
crane.  In  some  cases  where  it  is  necessary  to  hoist  through 
a  considerable  height  the  telpher  is  designed  so  that  the 
cab  may  be  raised  or  lowered  with  the  load,  thus  giving 
the  operator  a  close  view  of  the  work  at  all  times.  This 
feature  is  especially  desirable  where  fragile  materials  are 
being  handled  and  it  also  permits  the  operator  to  assist 
in  loading  if  necessary. 

The  trolleys  may  be  of  the  two-wheel  geared  type  and 
be  used  in  multiple,  or  two  trolleys  of  the  svviveling-truck 
type  may  be  used.  These  trolleys  are  commonly  designed 
to  travel  on  top  of  the  monorail  but  in  some  cases,  where 
the  headroom  is  limited  or  for  other  reasons,  trolleys  similar 
to  those  used  on  monorail  hoists  are  installed  and  travel  on 
the  lower  flanges  of  the  rail — usually  an  I-l-eam.  The  power 
for  the  hoisting  motor  and  the  trolley  traveling  motor  is 
taken  from  an  overhead  wire  through  short  trolley  poles 
having  either  the  revolving  or  the  sliding  type  of  current 
collector. 

Telphers  of  this  type  range  in  capacities  upward  to  about 
6  or  8  tons  and  may  attain  a  speed  ranging  upward  to  about 
1500  ft.  per  min.  on  straight  track.  They  are  frequently 
used  in  trains  consisting  of  one  or  more  trailers  which  are 
suspended  from  trolleys  and  are  hauled  by  the  main  or 
driven  telpher. 

Many  installations  of  telphers  of  this  type  have  been 
made  in  coal  storage  plants ;  in  warehouse  work,  particularly 
where  the  telpher  is  required  to  unload  from  a  car  or  ves 
sel  and  also  to  distribute  the  material  in  the  warehouse ; 
in  steel  mills  for  handling  fuel  or  raw  materials :  or  in 
paper  mills  or  any  similar  industries  for  handling  either 


216 


HOISTING   MACHINERY 


C 


HOISTS 


217 


lou.se  or  package  materials.  They  vary  considerably  in 
capacity,  depending  upon  the  class  of  material  being  han 
dled  and  the  distance  which  it  must  be  hoisted  and  trans- 
Do  rted. 

In  one  typical  installation  the  telpher  system  was  de 
signed  to  take  material — contained  in  bags — from  an  upper 
floor  of  a  building  and  convey  it  across  a  river  to  the  upper 
floor  of  a  building  on  the  opposite  shore.  The  monorail 
is  installed  on  supports  consisting  chielly  of  wooden  trestles 
built  partly  on  level  ground  and  in  some  places  along  the 
side  of  a  cliff.  The  track  includes  several  90  deg.  curves 
of  20  ft.  radius  and  passes  over  the  roof  of  an  intervening 
building  and  thence  over  the  river  at  an  elevation  of  about 
SO  ft.  on  a  specially  constructed  steel  bridge.  A  telpher 
train  consisting  of  the  power  driven  telpher  and  two  trailers 
having  a  total  capacity  of  about  4  tons  is  used.  The  com 
plete  train  has  a  total  length  of  30  ft.  and  attains  an  aver 
age  speed  of  700  ft.  per  min.  This  installation  with  one 
man  performs  the  same  work  that  formerly  required  the  use 
of  several  teams  and  men.  The  cost  for  electric  power  is 
comparatively  negligible. 

In  another  installation  the  telpher  system  is  used  to  handle 
miscellaneous  freight  on  a  steamship  pier.  In  this  case  the 
track  is  extended  outward  over  the  pier  and  the  vessel  by 
a  folding-jib  wharf  crane.  A  number  of  platform  cars  hav 
ing  a  capacity  of  about  3  tons  each  are  used.  The  freight  is 
placed  on  a  car  and  then  hoisted  and  transported  to  or  from 
a  vessel.  As  one  car  is  being  handled  by  the  telpher  an 
other  car  may  be  loaded,  thus  keeping  up  a  continuous 
movement  of  material.  Similar  installations  may  be  made 
in  a  series  so  that  a  vessel  might  be  unloaded  through  one 
port  while  material  is  being  loaded  through  another  port.  By 
the  use  of  switches  and  by-passes  inside  of  the  warehouse 
several  telphers  may  be  utilized  on  a  single  track  monorail 
system. 

Many  adaptations  of  the  telpher  have  been  made  to  handle 
loose  materials  with  an  automatic  grab  bucket.  In  a  typical 
installation  for  such  service,  the  telpher  is  used  to  deliver 
coal  into  a  power  house  and  to  remove  the  ashes  from  the 
house,  thus  making  it  possible  to  make  many  round  trips 
carrying  a  load  each  way.  The  bucket  lines  are  manipulated 
by  the  drums  en  the  hoisting  apparatus  in  the  same  way 
as  on  other  hoisting  machines.  A  telpher  of  this  type  has 
a  capacity  of  upward  to  150  tons  or  more  per  day  depend 
ing  upon  the  capacity  of  the  bucket  and  the  distance  traveled. 

Cable  Telphers 

The  cable  telpher  is  used  in  certain  classes  of  service 
where  the  construction  of  the  rigid  monorail  is  not  possible 
or  desirable.  This  type  of  telpher  is  designed  to  travel  on 
a  suspended  cable  which  in  many  cases  also  serves  as  a 
power  line  to  transmit  the  current  to  the  telpher  motors. 

A  common  method  of  construction  consists  of  a  traction 
cable  suspended  from  trestles  or  bents,  or  from  brackets  se 
cured  to  the  side  wall  of  a  building  or  other  structure. 
The  cable  is  suspended  between  the  side  members  of  the 
bents  and  is  supported  at  midway  points  by  a  suspension 
cable  secured  to  the  top  of  the  bent.  The  bents  may  be 
placed  50  ft.  or  more  apart,  depending  on  the  weight  of  the 


load  to  be  carried.  This  form  of  trackage  does  not  re 
quire  that  the  supports  be  so  closely  spaced  as  the  rigid 
monorail. 

This  method  of  telpherage  is  particularly  desirable  where 
it  is  necessary  to  cross  a  ravine  or  a  body  of  water  or 
where  the  placing  of  trestle  supports  for  a  monorail  would 
interfere  with  the  use  of  the  space  underneath.  The  telpher 
itself  is  constructed  in  substantially  the  same  manner  as  the 
monorail  telpher  except  that  the  trolley  truck  wheels  arc- 
designed  to  travel  on  the  cable. 

The  cable  telpher  is  suitable  for  use  in  light  service 
where  the  load  will  not  exceed  1500  Ib.  to  2000  Ib.  and  the 
line  of  travel  is  comparatively  straight,  or  the  curves  are 
of  very  long  radius.  It  is  employed  chiefly  in  large  indus 
trial  plants,  particularly  where  it  is  necessary  to  transport 
material  between  remote  points  about  the  plant.  The  cable 
telpher  may  be  equipped  with  various  forms  of  material 
handling  accessories  or  may  have  a  small  car  or  container 
into  which  the  material  may  be  loaded. 

In  a  typical  installation  of  the  cab-operated  cable  telpher 
a  platform  type  of  carrier  having  a  capacity  of  one  ton  is 
used.  The  cable  is  supported  partly  by  trestlework  and 
partly  by  a  special  bracket  structure  secured  to  the  side  of 
a  building.  In  the  operation  of  this  telpher  the  material 
is  loaded  on  the  carrier  and  is  brought  to  the  telpher  line 
at  the  door  of  the  building  on  a  truck  from  which  it  is 
hoisted  and  carried — by  the  telpher — into  the  second  story 
of  an  adjacent  building.  A  telpher  of  this  type  is  particu 
larly  useful  for  handling  material  which  must  be  trans 
ported  to  various  parts  of  a  plant  in  the"  process  of  manu 
facture.  It  may  also  be  used  to  handle  raw  or  finished 
materials  into  and  out  of  storage. 

Automatic  Telphers 

Automatic  telphers  of  both  the  monorail  and  the  cable 
types  have  been  adapted  to  many  industries.  They  are  par 
ticularly  suitable  for  use  where  such  materials  as  coal,  coke, 
sand  or  gravel,  or  various  forms  of  package  materials,  are 
handled  in  constant  volume.  In  this  type  of  telpher  the 
operator  is  stationed  at  a  remote  point  and  generally  con 
trols  only  the  starting  of  the  telpher,  the  stopping  and  un 
loading  operations  being  controlled  by  automatic  switches 
and  stops  installed  on  the  monorail  or  the  cable  at  the 
desired  discharge  point.  In  some  cases,  however,  the  entire 
operation  of  the  telpher  is  controlled  from  the  ground  or 
from  a  fixed  platform  so  located  as  to  give  the  operator  a 
constant  view  of  the  work. 

The  performance  of  an  automatic  telpher  of  the  monorail 
type  installed  in  a  coke  and  gas  works  is  illustrative  of 
the  service  for  which  this  type  of  machine  is  adapted.  In 
this  installation,  the  telpher  is  equipped  with  a  strongly 
constructed  steel  basket  having  a  capacity  of  about  six  tons. 
The  coke  is  pushed  from  the  ovens  directly  into  the  basket 
and  is  carried  by  the  telpher  and  lowered  into  the  quench 
ing  tank.  After  quenching  it  is  hoisted  from  the  tank  and 
conveyed  to  the  coke  pile  and  dumped.  This  telpher  has 
a  hoisting  speed  of  60  ft.  per  min.  and  travels  at  the  rate 
of  800  ft.  per  min.  The  entire  operation  of  the  machine  is 
controlled  from  the  ground. 


218 


HOISTING  MACHINERY 


Derricks 


A  DERRICK  WILL  i-KKioRM  many  of  the  same  opera 
tions  as  a  crane,  and,  when  the  service  required 
is  within  the  scope  of  the  machine,  it  may  be 
used  to  advantage  as  a  component  part  of  material  han 
dling  equipment  in  construction  work,  railroad  yards, 
ship  yards,  coal,  lumber,  or  other  storage  yards,  foun 
dries,  quarries,  and  in  many  other  similar  operations. 
When  installed  on  a  pier  or  on  a  barge,  a  derrick  becomes 
an  efficient  means  of  loading  or  unloading  vessels,  or  it 
may  be  used  to  advantage  in  dredging  operations.  As  an 
integral  part  of  ships'  gear  derricks  are  an  important  factor 
in  cargo  handling. 

Many  derricks  of  both  light  and  heavy  capacity  are  con 
structed  of  wood  reinforced  by  iron  and  steel  fittings.  In 
such  construction  the  timbers  should  be  carefully  selected 
in  order  to  secure  straight-grained,  well-seasoned,  tough 
wood  and  the  fittings  should  be  of  such  design  and  so  ap 
plied  as  to  insure  a  free 
movement  of  the  derrick 
mast  and  the  boom  and  to 
permit  the  easy  operation 
of  the  tackle  and  the.  ac 
cessories,  such  as  buckets, 
slings,  or  grapples. 

In  steel  construction, 
which,  because  of  its  greater 
durability  and  the  greater 
accuracy  with  which  its 
strength  may  be  determined 
is  preferable  where  a  per 
manent  derrick  is  desired, 
or  when  constant  neavy 
service  is  required,  the 
members  should  preferably 

be  of  the  lattice-truss  type,  so  proportioned  as  to  give  the 
required  strength  against  collapse  under  load  and  to  resist 
the  twisting  strain  due  to  slewing  the  derrick. 

The  general  principles  of  construction  followed  in  all 
derricks  are  similar,  but  there  are  three  distinct  types : 
the  guy  derrick  having  the  mast  supported  by  guys ;  the 
stiff-leg  derrick,  having  the  mast  supported  by  stiff-legs  or 
props ;  the  tower  derrick,  having  a  tower  structure,  to 
which  the  mast  is  secured,  held  in  an  upright  position  by 
weights  placed  at  the  base  and  by  short  braces  or  guys  at 
the  lower  part  of  the  tower  frame,  but  without  the  guys 
or  stiff-legs  usually  secured  to  the  top  of  the  mast.  There 
are  many  special  designs  of  derricks  but  the  essential 
characteristics  are  modifications  or  combinations  of  these 
three  types. 

The  most  important  considerations  in  derrick  design  are : 
maximum  strength  and  capacity,  minimum  weight,  and 
convenience  in  transporting,  assembling,  and  operating. 

The  capacity  of  a  derrick  depends  on  the  relative  length 
of  the  mast  and  of  the  boom ;  these  are  determined  by  the 
character  of  the  service  desired.  The  shorter  the  length 
of  the  boom  with  a  given  height  of  mast,  the  greater  the 
capacity.  When  heavy  loads  are  to  be  handled  within  a 
short  radius  of  action  it  is  desirable  to  use  a  short  boom 
and  a  mast  having  a  height  sufficient  to  cause  the  topping 
lift  always  to  act  in  a  horizontal  or  in  an  upward  direc 
tion.  This  condition  rarely  is  obtainable  in  derricks  of 
the  stiff-leg  type,  the  boom  usually  being  longer  than  the 
mast.  However,  due  consideration  should  be  given  to 


Stationary  Derricks:  Guy;  Stiff-Leg;  Sheer- 
Legs;  Tower. 

Portable  and  Traveling  Derricks:  Barge;  Car; 
Stiff-Leg;  Skid;  Jinniwink;  Pile  Driver; 
Counterweight. 

Light  Capacity  Derricks:  Pole,  Gin  Pole; 
Breast;  Tripod;  Sulky;  A-Frame. 

Derrick  Details:  Fittings;   Slewing  Apparatus. 
Cargo  Handling  Gear. 


any  other  service  in  which  the  same  machine  may  be  used 
so  that  the  range  of  work  handled  may  be  as  wide  as 
possible.  When  it  is  desired  to  handle  material  over  a 
large  area  the  length  of  the  boom  should  be  as  long  as  is 
consistent  with  the  structural  strength  and  the  efficient 
operation  of  the  tackle. 

Many  derricks  are  fitted  with  a  ball-bearing  foot  block 
so  that  they  may  easily  be  swung  by  hand ;  this  serves 
admirably  for  certain  classes  of  work.  However,  the  effi 
ciency  of  a  derrick  used  constantly,  or  for  heavy  work, 
will  be  greatly  increased  if  it  is  equipped  with  a  self- 
slewing  gear  or  with  a  bull-wheel.  These  devices  are 
practically  essential  in  heavy  work  in  order  to  avoid 
undue  strains  to  the  derrick  structure  and  to  facilitate 
operation. 

The  method  of  applying  the  power  required  to  operate 
a  derrick  depends  on  the  character  and  volume  of  the 

work  to  be  done.  The 
lighter  capacity  machines, 
especially  when  used  only  at 
infrequent  intervals,  are 
equipped  with  a  hand-power 
winch.  Winches  used  on 
derricks  of  heavy  capacity  or 
in  constant  or  frequent  serv 
ice  generally  are  operated  by 
steam,  gasoline,  or  electric 
power ;  sometimes  by  a 
horse  or  a  mule. 


Guy  Derricks 


There  are  various  forms 
of  guy  derricks,  the  simplest 

type  being  a  plain  mast  and  boom  with  a  hand-power  winch 
attached  to  the  mast  for  raising  and  lowering  the  fall  block, 
the  boom  being  controlled  by  a  topping-lift  hauled  by  hand  and 
secured  to  a  cleat  on  the  mast.  Other  forms  of  guy  der 
ricks  are  designed  frr  half  hand  and  half  power  operation, 
or  for  full  power  operation  by  steam  or  electricity.  The 
heavier  capacities  are  equipped  with  self-slewing  gear  or 
with  a  bull-wheel. 

Guy  derricks  are  used  with  a  fall  block  and  a  hook  or 
a  sling  for  general  hoisting  purposes  or  they  may  be 
equipped  to  handle  an  automatic  bucket  and  in  some  cases 
are  used  to  handle  an  electric  magnet.  They  are  used  in 
quarries,  lumber  yards,  shipyards,  etc.,  in  construction  work 
for  general  hoisting  purposes,  or,  when  operated  by  a  suit 
able  hoisting  apparatus,  are  used  for  bucket  work  in 
handling  loose  iraterials  such  as  coal,  sand,  gravel  or 
similar  materials. 

For  heavy  work  the  guy  derrick  is  a  most  common  type. 
The  guys  are  secured  to  a  building  or  to  any  fixed  object 
in  the  vicinity  of  the  derrick.  The  outer  ends  of  the  guys 
should  be  secured  at  the  highest  available  point  below  the 
top  of  the  mast,  but,  if  possible  with  the  guy  lines  above 
the  top  of  the  boom  when  at  its  highest  working  point  so 
that  the  derrick  may  be  free  to  swing  in  a  full  circle  with 
out  unnecessary  lowering  of  the  boom.  When  this  condi 
tion  is  obtainable  the  derrick  is  termed  a  full-circle  guy 
derrick. 

In  locations  where  it  is  not  possible  to  secure  a  guy  line 
at  a  height  or  a  distance  from  the  derrick  that  will  permit 


219 


220 


HOISTING    MACHINERY 


DERRICKS 


221 


full  circle  operation,  and  to  avoid  obstructing  the  passage 
about  the  derrick,  a  deadman  or  strut  is  sometimes  used 
under  the  guys.  This  permits  the  use  of  shorter  guys,  re 
quires  less  yardroom  and  eliminates  the  necessity  of  con 
tinually  lowering  the  boom  to  clear  the  guys  when  it  is 
necessary  to  slew  the  derrick. 

The  number  and  size  of  the  guys  has  a  direct  effect  on 
the  strength  and  capacity  of  a  derrick ;  they  should  range 
from  five  Yt,  in.  lines  for  light  capacities  to  ten  1J4  >»•>  or, 
larger,  lines  for  heavy  work.  For  average  service,  on 
level  ground,  the  length  of  the  guys  should  not  be  less 
than  three  times  the  height  of  the  mast. 

Guys,  particularly  for  derricks  of  heavy  capacity  and  for 
installations  extending  over  a  long  period,  or  for  a  per 
manent  derrick,  should  be  of  steel  or  iron  wire  rope,  gal 
vanized  to  protect  it  from  rust.  A  good  quality  of  manila 
rope  may  be  used  on  small  derricks  that  are  moved  fre 
quently. 

The  construction  and  strength  of  guy  ropes  is  treated  in 
the  chapter  on  wire  rope. 

Wooden  Guy  Derricks 

The  capacities  of  guy  derricks  constructed  of  wood, 
reinforced  with  iron  and  steel  fittings,  range  upward  to  40 
tons,  and  of  steel  contruction  to  100  tons,  or  more.  The 
following  table  gives  recommended  lengths  for  masts  and 
booms  for  wooden  derricks. 

r.UY  DERRICKS— WOOD 

f !'•  '  '•      x 

Length,  Ft.   Section,  In. 

25         6x6 
34         8x8 

40  10x10 

45  12x12 

50  14x14 

55  16x16 

55  18x18 

55  20x20 

Steel  Guy  Derricks 

The  proportions  of  the  members  of  steel  derricks  are  so 
varied  in  order  to  meet  specific  requirements  that  there  arc 
no  strictly  defined  sizes.  They  range  in  capacity  upward 
to  100  tons  or  more.  Steel  derricks  built  for  unusual  ser 
vice  conditions  sometimes  have  a  length  of  boom  as  great 
as  125  ft.,  but  for  the  average  service  the  proportions  of 
mast  and  boom  given  in  the  following  table  are  used. 

tlTY  DERRICKS— STEEL 


varied  to  suit  the  service  required,  but  the  commonly  used 
proportions  arc  that  the  length  of  the  boom  shall  be  one 
and  one-half  to  two  times  the  height  of  the  mast,  which 
ranges  upward  to  50  or  60  ft. 

It  is  not  practicable  to  have  extremely  high  masts  on 
stiff-leg  derricks,  nor  for  general  service  should  the  length 
of  the  boom  be  much  more  than  one  and  one-half  times  the 
height  of  the  mast.  The  proportions  given  in  the  tables 
have  been  established  by  operating  experience  and  are  rec 
ommended  for  the  average  service. 

STIFF-LEC  DERRICKS     \V<»>|i 


Capacity, 
Tons' 
1U 

Length, 
34 

—  Mast—         » 
Ft.      Section,  In. 
8x8 

3  

.  .       42 

10x10 

6 

50 

12x12 

10 

...      55 

14x14 

16    

•)  < 

60 

16x16 
ISxlS 

32 

.      70 

20x20 

40.  .. 

70 

O9XO2 

Tons 

Length,  Ft.         ! 
50 

section 
-attice 
-attice 
.attice 
.attice 
.attice 
-attice 
Lattice 

Length,  Ft.         Section 
40                  Latti 
50                  Latti 
60                  Latti 
70                  Latti 
80                  Latti 
90                  Latti 
100                  Latti 

60 

5   to  50 

70                 1 

5    to    50 

80 

$   in    SO  

95 

5   to    50  

105 

5    to    50... 

115 

Tons 
1  '•'  . 

i  -  •  th, 
....   16 

Ft.   Section,  In. 
8x8 

3 

7  "> 

10x10 

.   26 

12x12 

8 

...   30 

14x14 

1  i 

33 

16x16 

18 

....   36 

18x18 

24   

36 

20x20 

33... 

36 

22x22 

^ 

Length.  Ft. 

>•  i  lion.  In. 

25 

6x6 

35 

8x8 

40 

10x10 

45 

12x12 

50 

14x14 

5! 

16x16 

55 

18x18 

55 

20x20 

Stiff-Leg  Derrick 

The  stiff-leg  derrick  is  similar  to  the  guy  derrick  except 
that  the  mast  is  supported  by  stiff-legs,  or  props,  anchored 
securely  at  the  bottom  by  bolting  to  a  concrete  anchor  block 
or  to  any  firmly  secured  point  on  the  floor  or  in  the  ground. 
The  circular  range  of  this  type  of  derrick  is  restricted  by 
the  location  of  the  stiff-legs  and  for  this  reason  the  stiff- 
legs  sometimes  are  supported  by  A-frames,  at  a  height 
sufficient  to  allow  the  boom  to  clear  the  legs,  thus  per 
mitting  it  to  swing  through  a  complete  circle.  It  is  then 
called  a  full-circle  stiff-leg  derrick.  In  the  light  capacity 
derricks,  the  stiff-legs  are  bolted  to  sills,  or  lie-legs,  instead 
of  to  isolated  anchorages. 

As  with  guy  derricks,  the  relative  proportions  of  steel 
masts  and  booms  for  derricks  of  the  stiff-leg  type  may  be 


Derricks  of  this  kind  are  used  for  the  same  class  of 
work  as  the  guy  derrick  and  may  be  equipped  in  the  same 
way  with  self-slewing  gear  or  with  a  bull-wheel.  They  are 
used  where  the  surroundings  will  not  permit  the  use  of 
guys  or  where  a  permanent  derrick  is  required,  as  on 
freight  platforms,  in  railroad  yards,  on  wharfs,  at  indus 
trial  plants,  or  for  extensive  construction  work. 

Stiff-leg  derricks  sometimes  are  mounted  on  towers  so 
that  the  boom  will  clear  the  side  of  a  vessel  and  are  used 
on  fitting-out  docks  to  place  machinery  and  boilers  in  ships. 
Such  derricks  usually  are  fitted  with  a  several  part  main 
fall-block  for  heavy  loads  and  an  auxiliary  fall  for  handling 
and  setting  winches,  capstans  and  other  light  pieces.  They 
also  are  mounted  on  cars,  on  barges,  on  road  wheels,  or 
on  skids  and  are  used  with  a  hook  and  tackle  for  general 
hoisting  purposes  or  may  be  equipped  for  bucket  operation 
and  be  used  for  handling  coal  or  sand  ;  in  general  excava 
tion  work ;  or  for  dredging.  When  erected  on  a  rigid 
foundation,  derricks  of  the  stiff-leg  type  have  a  capacity 
up  to  40  tons  for  wooden  construction  and  to  150  tons  for 
steel  construction. 

A  wooden  derrick  having  the  stiff-legs  secured  to  lie-legs, 
and  equipped  with  a  single  hoisting  line,  operated  by  a  hand- 
power  winch  secured  to  the  mast  and  slewed  by  hand,  is 
useful  in  light  service.  Such  a  machine  is  adapted  to  use 
in  construction  work  or  for  the  yards  of  industrial  plants 
where  only  comparatively  light  loads  are  handled  and  speed 
of  operation  is  not  required.  It  can  easily  be  moved  from 
one  location  to  another. 

A  group  of  wooden  stiff-leg  derricks  may  be  installed  on 
the  partly  erected  inner  walls  of  a  building  and  used  to 
handle  the  heavy  blocks  of  stone  for  the  outer  walls.  These 
derricks  are  usually  of  light  construction  and  have  trussed 
booms  in  order  to  cover  a  wide  area  without  excessive 
weight  of  parts.  They  can  also  be  used  to  place  heavy 
beams  and  girders  as  the  building  progresses. 

Tower  Derrick 

A  tower  derrick  has  special  advantages  in  the  erection 
of  large  buildings  or  in  locations  where  it  is  impossible  or 
not  desirable  to  use  either  the  guy  or  the  stiff-leg  derrick. 
The  tower  may  be  built  of  any  desired  height  and  placed 
at  any  point  near  the  building  under  construction.  The 
derrick  timbers  and  fittings  may  be  secured  to  any  of  the 
corners  of  the  tower  and,  if  needed,  two  derricks  may  be 
applied  to  one  tower — at  diagonal  corners.  As  the  building 
progresses,  the  height  of  the  tower  may  be  increased  and 
the  derrick  moved  upward  by  changing  the  location  of  the 
brackets  supporting  the  mast  and  the  boom. 

Tower  derricks  are  useful  not  only  in  handling  building 


222 


HOISTING    MACHINERY 


DERRICKS 


223 


material  in  construction  work  but  may  be  utilized  for  many 
of  the  same  purposes  for  which  the  guy  or  the  stiff-leg 
derricks  are  used. 

The  capacities  of  these  derricks,  as  in  the  two  other  types 
already  described,  are  in  proportion  to  the  relative  lengths 
of  the  mast  and  boom.  Having  the  same  proportions  of 
members  the  capacity  is  approximately  the  same  as  for  a 
similar  size  in  either  of  the  other  types.  On  some  towers 
the  derrick  mast  is  omitted  and  a  beam  placed  diagonally 
across  the  tower  to  serve  as  a  support  for  the  boom  scat. 
The  topping  lift  and  the  hoist  line  are  secured  to  an  upper 
post  bracket.  This  construction  is  thoroughly  efficient  for 
light  service  and  the  location  of  the  derricks  on  the  tower 
structure  can  be  changed  quickly. 

Portable  and  Traveling  Derricks 
It  frequently  is  desirable  to  have  a  derrick  so  arranged 
that  it  may  be  transported  easily  without  the  necessity  of 
dismantling  it.  To  meet  such  conditions  derricks  are 
erected  on  skids  or  on  barges,  on  trucks  having  wheels 
which  may  run  on  standard  gage  railroad  tracks  or  which 
may  require  a  specially  laid  track,  or  the  trucks  may  have 
wheels  with  a  plain  tread  which  run  on  the  ground  or  on 
the  floors  of  warehouses  and  shops. 

Floating  or  Barge  Derrick 

The  floating  or  barge  derrick  is  a  development  due  to 
the  need  of  a  derrick  of  sufficient  capacity  for  heavy  work, 
yet  easily  transportable,  for  use  alongside  wharves  and  for 
shipping  on  the  water  front  or  for  dredging  purposes.  A 
derrick  of  this  type  is  used  for  general  hoisting  purposes 
in  handling  freight  when  loading  or  unloading  vessels ;  for 
bucket  work  in  handling  loose  materials  such  as  coal,  sand 
and  gravel ;  and  for  digging  or  for  grapple  work  in  dredg 
ing  operations. 

When  constructed  for  dredging  work  in  streams  or  other 
open  waters  the  barge  usually  is  built  of  a  size  sufficient 
to  provide  storage  space  for  a  considerable  amount  of  the 
material  excavated.  If,  however,  the  derrick  is  required 
chiefly  for  use  in  excavating  a  channel  or  a  canal  through 
marshy  land  the  barge  is  designed  only  to  carry  the  der 
rick  and  the  hoisting  machinery,  the  material  excavated 
being  discharged  from  the  bucket  at  either  side  of  the  barge. 
The  barge  derrick  generally  is  either  of  the  stiff-leg  or  the 
A-frame  type  of  construction  and  ranges  in  capacities  up 
to  100  tons  for  the  average  service.  Floating  or  pontoon 
derricks  have,  however,  been  constructed  of  much  greater 
capacities  for  special  service  in  marine  work. 

The  relative  capacity  of  such  derricks  when  used  in  hoist 
ing  service  and  for  bucket  operation  is  as  follows : 


Nominal   capacity    (tnn:O 

Size  of  bucket  (cu.  yds.)  ?4 

T.cngth   of   mast  ........  22  (t. 

Length    of   ')oom  .......  34ft. 


BARGE    DERRICKS 

35 


26ft. 
40ft. 


8 

30ft. 
45ft. 


33  ft. 
50  ft. 


IS 

4 

36  ft. 
55ft, 


Those  of  the  lighter  capacities  generally  are  equipped 
with  a  bull-wheel,  but  in  the  heavier  capacities  the  derrick 
usually  is  rotated  by  means  of  side  tackle  attached  to  the 
boom  and  operated  by  a  two-drum  winch  acting  inde 
pendently  of  the  main  hoisting  apparatus.  The  tendency  of 
a  barge  to  list  when  a  load  is  suspended  from  the  boom 
end  at  either  side  of  the  barge  greatly  increases  the  strain 
on  the  derrick  structure  and  for  this  reason  the  capacity 
of  a  barge  derrick  is  less  than  for  a  similar  size  ot  the 
stiff-lei*  type  mounted  on  a  rigid  base. 

A  type  of  barge  generally  known  as  a  lighter  and  used 
in  transferring  the  cargo  from  the  ship  to  the  wharf,  or 


vice-versa,  sometimes  is  equipped  with  a  derrick.    Lighters 
ordinarily  are  towed  but  often   are  provided  with   means 

of  self-propulsion. 

Traveling-Car  Derrick 

The  traveling-car  derrick  is  mounted  on  a  standard  gage 
platform  car  which  is  provided  with  means  of  self-propul 
sion—generally  steam  or  electric  power.  The  derrick 
structure  is  similar  to  the  stiff-leg  type  except  that  the 
mast  usually  is  given  additional  support  by  an  A-frame  or 
sheer  legs.  Sometimes  the  mast  is  dispensed  with  and  the 
upper  sheaves  are  installed  at  the  peak  of  the  A-frams. 
Tie  rods  may  be  substituted  for  the  stiff-legs  and  provision 
made  to  lower  the  frame  and  the  boom  so  that  the  car 
will  pass  through  tunnels  or  over  any  part  of  a  railroad 
line.  These  derricks  are  used  in  the  construction  of  rail 
road  bridges,  or  in  similar  work,  but  may  serve  for  many 
of  the  same  uses  as  the  locomotive  crane.  Being  of  much 
lighter  and  more  simple  construction  they  are  not  so  costly 
as  locomotive  cranes  and  where  the  service  required  is  not 
extremely  heavy  nor  frequent  a  car  derrick  is  an  economical 
piece  of  equipment.  They  seldom  are  made  in  capacities 
greater  than  25  tons,  being  especially  adapted  to  compara 
tively  light  construction  work.  They  also  are  used  for 
bucket  work  in  handling  coal  or  other  loose  material  as 
well  as  for  hoisting  purposes. 

Traveling  Stiff-Leg  Derrick 

A  similar  machine  called  a  traveling  stiff-leg  derrick 
usually  is  mounted  on  trucks  having  double  flanged  wheels 
and  running  on  a  special  track.  One  truck  is  directly  under 
the  mast  and  the  stiff-legs  are  supported  by  outriggers 
resting  on  two-wheel  trucks.  These  outrigger  trucks  carry 
a  bin  which  may  be  filled  with  earth,  stone,  or  any  other 
heavy  material  to  give  stability  to  the  derrick.  Such  der 
ricks  are  used  with  a  fall-block  in  construction  work,  or 
for  general  hoisting  purposes  in  railroad  or  industrial 
works,  or  may  be  equipped  for  bucket  operation  to  handle 
coal,  ashes,  sand,  gravel  or  any  similar  material.  They  are 
commonly  made  in  capacities  ranging  from  3  tons  to  10 
tons. 

Generally  both  the  car  derrick  and  the  traveling  stiff-leg 
derrick  are  equipped  with  either  the  self-slowing  gear  or 
with  a  bull-wheel. 

Pile  Driver  Derrick 

A  machine  known  as  a  pile  driver  derrick  is  used  for 
driving  piles  along  the  water's  edge,  or  in  embankment 
work  in  loose  earth  or  in  marshy  land.  This  derrick  is 
used  mostly  in  marine  work  and  generally  is  mounted  on 
a  float  or  barge.  The  pile  leader  is  formed  of  two  parallel 
perpendicular  timbers  which  also  form  a  guide  or  runway 
for  the  pile-driver  hammer.  The  leaders  are  supported  by 
a  vertical  truss  or  tower  structure. 

The  pile  to  be  driven  is  placed  in  the  leader  and,  by 
means  of  a  hoisting  apparatus  operating  over  sheaves  in 
the  top  of  the  structure,  a  heavy  rectangular  metal  ham 
mer  is  raised  to  the  top  of  the  tower  and  then  released 
and.  being  guided  by  the  leader  frame,  drops  on  the  top  of 
the  pile,  driving  it  into  the  ground  or  the  river  bed. 

A  derrick  of  this  kind  with  the  hoisting  winch  and  engine 
sometimes  is  erected  on  a  platform  and  mounted  on  rollers 
placed  on  a  rollway  of  wood  or  metal,  or  it  may  be 
mounted  on  a  car  placed  on  a  track. 

Pile  drivers  of  this  type  rarely  are  self-propelled  and 
for  certain  classes  of  work,  particularly  railroad  work, 
locomotive  pile  drivers  are  used.  Such  machines  are  de- 


224 


HOISTING   MACHINERY 


DERRICKS 


225 


226 


HOISTING   MACHINERY 


Top  Point 
Breast 


Pole 


Tripod 


Gin  Pole 


Breast 


Jinniwink 


Counterweight 


A-Frame 
Light  Capacity  Derricks 


Sulky 


DERRICKS 


227 


scribed    in    this    book    in    the    chapter    treating    locomotive 
cranes. 

Jinniwink  Derrick 

The  jinniwink  derrick  is  a  light  portable  derrick  exten 
sively  used  in  steel  erection  and  other  work  where  an 
easily  moved  and  erected  derrick  is  desired.  These  der 
ricks  seldom  are  made  in  capacities  greater  than  3  to 
6  tons.  The  boom  usually  is  about  30  ft.  long  and  is 
secured  to  the  base  of  an  A-frame  which  has  a  height  ap 
proximately  one-half  the  boom  length.  In  the  lighter 
capacity  derricks  the  main  fall  line,  running  over  a  sheave 
in  the  boom  end,  is  operated  by  a  hand-power  winch 
attached  to  the  boom.  The  boom  is  raised  or  lowered  by 
hand,  the  topping  lift  being  reeved  through  blocks  secured 
to  the  top  of  the  A-frame  and  the  boom  end  and  the  line 
made  fast  to  a  cleat  on  the  A-frame. 

The  heavier  capacity  machines  usually  are  equipped  with 
IIHWIT  operated  hoisting  winches. 

Skid   Derrick 

The  skid  derrick  is  a  light  capacity  portable  derrick  of 
the  stiff-leg  or  the  A-frame  type,  mounted  with  the  hoist 
ing  winch  and  engine  on  a  platform  resting  on  wooden  or 
metal  runners  or  skids.  It  can  be  drawn  on  the  skids  to 
any  desired  location  and  if,  in  addition  to  the  stability 
imparted  by  the  weight  of  the  machine  itself,  it  is  clamped 
or  bolted  to  a  firm  foundation  its  capacity  is  practically 
the  same  as  that  of  a  similar  size  of  fixed  derrick.  The 
capacity  of  such  a  derrick  is  limited  by  the  gross  weight 
of  the  machine  so  that  it  may  be  easily  portable,  and  it 
therefore  is  seldom  made  in  capacities  greater  than  8  to 
10  tons.  The  full  working  capacity  of  these  derricks  is 
obtained  when  the  boom  is  working  directly  forward  but, 
by  securing  side  guys  to  the  structure  after  it  is  placed 
in  the  desired  position,  approximately  the  full  capacity  of 
the  derrick  may  be  obtained  when  working  to  either  side. 

The  average  capacities  of  skid  derricks  of  this  type  are 

given  in  the  table : 

SKID    DERRICKS 

Cap.  Radius 

with  Full 

Cap.  Boom  at  Load  at 

With       Side  Side 

Boom      With-  With-                      1-eiiRth      Size             Size           total 

For-         out  out                            of           of                 of           Weisht 

ward      Guys,  Guys,      Ileislit,      lloom,    Frame,         Mart,            of. 

Tons      Tdr.s  Ft.          Ft.            Ft.         Ft.              In.             Lb. 

3V,         1J4  10             15             20         9x25         10x10         14.000 

J              2  15              22              30         9x25          10x10         19,000 

5              2V,  15              22              30         9x25          10x10         22,000 

8              3  15              22              30         9x30          12x12         27,000 

It  is  desirable  that  such  derricks  be  fitted  with  a  bull- 
wheel  but  in  the  lighter  capacities  this  may  be  dispensed 
with.  When  it  is  not  necessary  to  change  the  inclination 
of  the  boom,  except  occasionally,  it  may  be  done  by  hand 
power  and  in  such  cases  a  single-drum  winch  will  serve 
for  hoisting  the  load. 

Counterweight  Derrick 

The  counterweight  derrick  is  a  small  derrick  used  around 
foundries  or  in  industrial  yards  for  handling  heavy  cast 
ings,  iron  or  pipe,  timber  or  stone.  They  also  are  used  in 
building  operations  where,  due  to  the  compactness  of  the 
entire  machine  and  the  fact  that  no  guys  are  required,  they 
can  be  placed  in  any  location  desired  as  the  building  pro 
gresses.  Generally  the  boom  is  pivoted  at  an  intermediate 
point — sometimes  at  the  top — on  the  derrick  mast,  which 
is  fixed  to  the  base  and  docs  not  rotate.  The  hoisting 
apparatus,  and  if  necessary  additional  weight,  is  placed  at 
one  end  of  the  boom  to  act  as  a  counterweight  to  the  load. 
For  excavation  work  the  derrick  may  be  equipped  with  a 


double-drum  winch  and  a  small  grab  bucket— usually  an 
orange-peel  bucket— and  be  used  for  digging  wells,  sinking 
pipe,  cleaning  out  catch-basins  or  similar  work.  They 
usually  are  operated  by  hand,  but  the  heavier  capacities 
often  are  equipped  with  electric  power. 

Derricks  of  this  type  may  be  mounted  on  trucks  and  be 
used  in  shops  or  yards  where  a  light  capacity  portable 
drrrick  is  desired. 

Light  Capacity  Derricks 

For  a  very  light  service  and  where  it  is  desired  to  erect 
or  to  remove  a  derrick  quickly,  there  are  various  small 
types  which  are  used  by  builders  and  contractors  for  lifting 
stone,  lowering  pipe  into  trenches  or  for  any  light  work 
in  which  only  a  direct  vertical  movement  is  required.  These 
include  the  pole  or  gin  pole  derrick;  breast  derrick;  tripod 
derrick ;  simple  A-frame  derrick ;  and  sulky  derrick.  In 
all  of  these  derricks,  either  the  guyed  mast  or  the  hinged 
boom  used  in  derricks  of  heavier  capacities  is  dispensed 
with. 

Pole  Derrick 

The  pole  derrick  is  the  simplest  form  of  derrick  for 
light  work.  The  single  pole  or  mast  is  secured  to  a  cross 
bar  base  and  is  held  in  a  slightly  inclined  position  by  guys 
which  may  be  attached  to  any  convenient  fixed  objects. 
The  hoisting  rope  passes  over  a  sheave  in  the  top  of  the 
mast  and  thence  to  a  hand-power  winch  at  the  base  of  the 
pole.  Usually  the  base  is  provided  with  rollers  so  that  the 
derrick  may  be  moved  easily.  This  derrick  can  only  be 
used  for  handling  comparatively  small  and  light  weight 
objects  and  usually  where  only  a  straight  vertical  lift  is 
required.  A  limited  horizontal  movement  may  be  obtained 
by  securing  the  base  of  the  pole  against  slipping  and  slack 
ing  off  the  guys. 

Gin  Pole   Derrick 

The  gin  pole  is  a  type  of  pole  derrick  having  a  somewhat 
wider  scope  and  it  may  be  used  to  advantage  in  erection 
work  and  other  operations.  The  pole  rests  in  a  socket  base 
and  may  be  inclined  in  any  direction  by  the  adjustment  of 
the  guys.  This  type  is  made  in  much  greater  heights  than 
the  ordinary  pole  derrick  and  will  handle  considerably 
larger  and  heavier  objects.  The  shorter  lengths  and  light 
capacities  are  made  with  a  single  wooden  pole  with  iron 
or  steel  fittings,  but  those  of  greater  height  and  heavier 
capacity  generally  are  made  in  the  lattice  type  of  steel  con 
struction  used  in  steel  boom  derricks. 

Breast  Derrick 

The  breast  derrick  is  a  type  similar  to  the  pole  derrick 
but  having  two  poles  spaced  apart  and  inclined  toward  each 
other  at  the  top.  The  poles  are  secured  to  cross-bars  and, 
like  the  pole  derrick,  are  held  in  the  desired  position  by 
guys.  Sometimes  the  poles  are  brought  to  a  point  at  the 
top  and  the  derrick  is  then  called  a  top-point  breast  der 
rick.  The  hoisting  line  passes  through  a  block  on  the  top 
cross-bar,  or  at  the  apex  when  the  top  bar  is  omitted,  and 
thence  to  a  hand-power  winch  secured  between  the  poles 
near  the  base  of  the  derrick.  The  breast  type  is  used  in 
the  same  way  as  the  pole  derrick  but,  having  greater  sta 
bility,  can  be  used  for  heavier  work. 

Tripod  Derrick 

The  tripod  derrick  is  used  in  the  same  class  of  work  as 
the  pole  or  the  breast  types  but  requires  no  guys  and 
therefore  may  be  more  quickly  erected.  Its  construction 
is  simple,  consisting  of  a  pole  supported  in  an  inclined 
position  by  two  legs  or  props.  It  is  used  for  laying  sewer 


228 


HOISTING   MACHINERY 


Cast  Steel  Stiff-Leg  Derrick  Mast  Top 

with  Wrought  Iron  Timber  Straps  and 

Chain  Topping-Lift  Connection 


Cast    Steel    Guy     Derrick    Mast    Top 

with  Wrought  Iron  Strap  Timber  and 

Topping   Lift    Connections 


Structural     Steel    Guy    Derrick     Mast 

Top    with    Single-Sheave    Rooster    for 

Three-Line   Work 


Structural    Steel    A-Frame   Top    with    Chain    Topping-Lift 
Connection 


Structural   Steel   A-Frame  Top  with  Single-Sheave   Rooster 
and   Chain   Topping-Lift   Connection 


Cast  Steel  Mast  Base  and  Step  with  Cast 
Steel  Boom  Heel  and   Sheave 


Two-Piece    Cast   Steel    Base    with 
Steel  Plate  Mast  Connection 


Cast     Steel     Mast     Bottom 
Double   Step 


and 


DERRICKS 


229 


pipe,   setting   monuments,   digging   trenches   and   work   of  a 
similar  character. 

This  derrick  has  a  small  winch  on  the  pole  and  is  oper 
ated  by  hand.  The  height  of  such  derricks  ranges  from 
12  ft.  to  14  ft.  and  in  capacities  upward  to  2  tons. 

Sulky  Derrick 

A  light  capacity  derrick  known  as  the  sulky  derrick  is 
used  in  much  the  same  manner  as  a  tripod  derrick.  Four 
poles  are  mounted  on  two  wheels  and  may  be  moved  from 
place  to  place  by  resting  the  wheels  on  the  ground  and 
folding  the  poles  on  the  axle.  When  erected  for  use,  the 
poles  form  a  rectangular  pyramid  secured  at  the  apex  by 
,i  Imlt.  A  means  of  suspending  tackle  is  provided  and  the 
hoisting  line  passes  from  the  block  to  a  winch  secured  to 
two  of  the  poles  near  the  base.  The  winch  gear  meshes 
with  a  pinion  on  the  sulky  axle  and  is  operated  by  turning 
the  sulky  wheel.  Derricks  of  this  type  do  not  require 
guys  and  may  be  set  up  over  a  well  or  at  any  point  where 
the  work  to  be  done  may  be  brought  directly  under  the 
center  of  the  derrick. 

A-Frame  Derrick 

A  small  portable  A-framc  derrick,  substantially  a  type 
of  stiff-leg,  is  used  in  building  operations  for  setting  gir 
ders,  timbers  and  columns,  or  for  other  purposes. 

A  pole  or  mast  is  supported  in  a  fixed  inclined  position 
by  an  A-frame  and  the  fall  lines  are  suspended  from  the 
top  of  the  mast,  which  extends  beyond  the  top  of  the 
A-frame.  The  derrick  is  operated  by  means  of  a  hand- 
winch,  placed  on  the  inclined  pole  or  mast,  and  has  a 
capacity  up  to  about  2500  11). 

Such    derricks   usually   are   mounted    on    rollers    so   that 
they    can   lie   moved    readily.     They   are   also   mounted    on 
four-wheel   trucks  and   then   have  a  wider   range. 
Mast  and   Gaff 

The  mast-and-gaff  rig  is  a  modification  of  both  the  guy 
and  the  stiff-leg  derrick.  It  includes  a  mast,  a  gaff  or  light 
boom,  usually  some  type  of  grab  bucket  and  a  hopper  or  bin 
into  which  the  material  is  dumped.  It  is  used  chiefly  at 
wharves  or  in  coal  yards  for  handling  loose  materials.  It 
usually  is  classed  as  an  unloading  machine  and  is  fully  de 
scribed  elsewhere  in  this  book. 

Sheer-Legs 

Sheer-legs  are  a  type  of  derrick  used  largely  in  foreign 
countries.  This  machine  consists  of  two  legs  forming  an  A 
and  pivoted  to  a  fixed  base.  The  hoisting  tackle  is  suspended 
from  the  apex.  A  single  back-leg  is  pivoted  to  the  top  of  the 
A  and  its  base  is  fitted  with  either  a  screw  connection  or  a 
tackle  connection  so  that  it  may  be  moved  back  and  forth  in 
a  guide  resting  on  the  foundation.  A  forward  or  backward 
movement  of  the  back-leg  tilts  the  sheer-legs  and  thus  gives 
a  limited  horizontal  movement  to  the  load.  A  machine  of 
this  type  is  installed  on  the  edge  of  a  wharf  so  that  the 
fall-line  may  be  dropped  into  a  vessel  alongside.  It  may 
also  be  used  in  other  service  when  the  conditions  will  permit. 

Derrick  Fittings 

Careful  attention  to  the  design  of  derrick  fittings  is 
essential  in  order  to  secure  the  greatest  strength  of  the 
derrick  structure  without  unnecessary  weight  and  to  avoid 
undue  strains,  particularly  at  the  base  of  the  mast  where 
excessive  friction  will  reduce  the  speed  of  operation.  The 
life  of  the  derrick  and  the  efficiency  of  its  operation  depend 
largely  on  the  character  of  the  fittings.  All  derrick  fittings 
subjected  to  a  tensile  stress  should  be  of  steel,  preferably 
steel  plate  or  forgings,  but  they  may  be  of  cast  steel  having 


adequate  sections  to  insure  the  required  strength  and  to 
eliminate  probability  of  failure  under  load.  Cast  iron  is 
sometimes  used  for  base  plates,  step  castings  and  other 
parts  not  subject  to  severe  shock  or  tensile  stress.  The 
lubrication  of  all  liearing  surfaces  should  be  provided  for. 

In  the  type  of  construction  generally  followed  the  derrick 
mast  is  supported  in  a  foot  block  secured  to  the  bottom 
of  the  mast  and  resting  on  a  base  plate.  This  foot  block 
is  provided  with  a  pivot  which  rests  in  the  mast  step. 
There  arc  various  types  of  mast  steps,  some  having  a 
cylindrical  form  while  others  have  a  ball  and  socket  joint. 
The  mast  step  and  the  base  plate  usually  are  a  single  cast 
ing  and  the  brackets  for  the  bottom  mast  sheaves  are  cither 
cast  on  or  bolted  to  the  base  plate.  In  some  cases,  par 
ticularly  when  the  derrick  is  not  equipped  with  power 
slewing  apparatus  and  must  be  swung  by  hand,  the  foot 
block  and  mast  step  are  provided  with  ball  bearings. 

The  boom  scat  usually  is  an  integral  part  of  the  foot 
block,  though  a  separate  boom  seat  is  used  on  some  der 
ricks  and  is  then  secured  to  the  mast  above  the  foot  block. 
When  the  boom  seat  is  designed  for  use  on  a  derrick  hav 
ing  a  pivoted  mast — as  most  of  them  have— it  provides 
only  for  a  hinge  to  permit  the  changing  of  the  angle  of 
inclination  of  the  boom.  In  other  cases,  as  when  the  der 
rick  has  no  mast  or  as  in  cargo  handling  gear  having  a 
fixed  mast,  the  pivot  is  integral  with  the  boom  seat. 

The  complete  combination  of  base  plate,  foot  block,  mast 
step,  boom  seat,  and  the  timber  straps,  together  with  any 
required  number  of  sheaves  at  the  bottom  of  the  mast  and 
the  boom,  is  known  as  a  derrick  bottom. 

The  top  of  the  mast  is  fitted  with  irons  collectively 
known  as  the  mast  top.  These  fittings  are  preferably  made 
of  rolled  plate  or  bar  steel,  but  cast  steel  fittings  have  now 
come  into  general  use  and,  when  properly  designed,  give 
satisfactory  service.  An  essential  feature  is  that  the  top 
shall  be  so  designed  that  the  gudgeon  and  the  pivot  at  the 
bottom  shall  be  in  the  same  axis  and  preferably  centrally 
located  on  the  mast.  The  mast  top  is  of  similar  design 
for  either  the  guy  or  the  stiff-leg  type  of  derrick. 

In  the  guy  line  type  the  mast  top  includes  a  guy  cap 
which  centers  on  the  gudgeon  and  is  provided  with  holes 
or  eyes  to  which  the  guy  lines  are  secured  in  such  a  man 
ner  as  not  to  interfere  with  the  swivcling  movement  of 
the  machine.  Various  designs  of  guy  caps  are  of  cast 
steel,  others  arc  made  of  steel  plates,  but  all  provide  a 
wide  bearing  surface  for  the  gudgeon  to  prevent  the  cutting 
of  the  pin  as  the  derricu  rotates.  The  guys  are  secured 
directly  to  the  cap  or  in  some  designs  to  thimbles  or  rope 
sockets  or  to  shackles  secured  to  the  guy  cap  itself. 

In  the  stiff-leg  type  of  derrick  the  guy  cap  is  omitted 
and  gooseneck  irons  having  holes  to  fit  over  the  gudgeon 
arc  secured  to  the  upper  ends  of  the  stiff-legs  and  serve 
to  support  the  mast  in  an  upright  position  while  permitting 
it  to  swivel  freely.  The  stiff-legs  are  secured  to  sills  or 
other  anchorages  by  meals  of  stiff-leg  irons. 

The  design  of  the  mast  top  varies  somewhat,  depending 
on  the  use  to  which  the  derrick  is  to  be  put.  Some  tops 
are  fitted  only  with  the  topping  lift  connection  while  others 
have  one  or  more  sheaves  so  that  the  various  lines  may 
pass  through  the  mast  top. 

When  a  derrick  is  intended  for  grab  bucket  operation 
or  for  any  other  service  requiring  three-line  work  the  der 
rick  top  generally  is  equipped  with  a  rooster  which  fits 
over  the  gudgeon  and  provides  a  sheave  at  the  mast  top. 
The  rooster  bracket  is  fixed  in  any  desired  position  by 
means  of  a  comb  on  the  mast  top.  Usually  the  gudgeon 
is  bored  so  that  the  line  may  pass  over  the  sheave  and 
downward  through  the  center  of  the  mast  top.  If  an  addi- 


230 


HOISTING  MACHINERY 


Cast    Steel    Boom    End    or    Point    with  Wrought   Iron   Plate   Boom   End 

Topping-Lift     and     Fall-Block     Sheaves  with  Two  Sheaves  for  Fall  Lines 

and   Strap   Connections  and  Double  Sheave  Topping-Lift 


Wrought   Iron    Boom   End   with   Flex 
ible  Fall-Block  and  Topping-Lift  with 
Fixed    Sheave    in    Boom 


Single-Rod   Trussed   Boom. 


Four-Rod  Trussed  Boom 


Cast    Steel     Base    with    Intermediate 
Mast  Step  Casting 


Cast  Iron  Ball  Socket  Foot  Block  or         Cast   Steel  Mast   Step   and   Base   with 
Base  Center  Bore  and  Bottom  Sheave 


Structural  Steel  Bull-Wheel  Slewing  Apparatus  with  Slew 
ing  Lines  Rigged 


Electrically    Operated    Hoisting    Winch    with    Self-Slewing 
Gear  for  Use  on  Stationary  Derrick 


DERRICKS 


231 


tional  sheave  is  desired,  as  frequently  is  the  case  on  barge 
derricks,  the  top  may  be  equipped  with  two  roosters. 

The  boom  end,  or  boom  point,  fittings  vary  with  the 
character  of  the  work  to  be  performed.  The  boom  end 
may  be  built  up  of  structural  steel  parts  or  may  consist 
of  a  combination  of  steel  castings  and  plates  or  straps. 
The  number  of  sheaves  to  be  provided  at  the  boom  end 
depends  on  the  service  desired  from  the  derrick.  The 
sheaves  sometimes  are  set  in  the  end  of  the  boom  while 
other  boom  ends  have  sheaves  attached  by  means  of  bails 
or  links.  On  derricks  of  light  capacity  and  on  cargo 
handling  gear,  boom  bands  or  rings  are  used,  to  a  large 
extent,  to  provide  connections  for  the  tackle  required. 

Tower  derricks  require  a  special  design  of  upper  and 
lower  post  brackets,  which  serve  the  same  purposes  as  the 
mast  top  and  mast  bottom  in  the  other  types  of  derricks. 
These  brackets  are  designed  to  bolt  or  clamp  on  the  corner 
of  the  tower.  They  usually  are  steel  castings  with  iron 
strap  bolts  or  clamps. 

It  often  is  desirable  to  use  comparatively  light  timbers 
for  derrick  booms  and,  when  this  is  done,  the  timbers  are 
reinforced  by  from  one  to  four  truss  rods.  These  trussed 
booms  vary  in  length  from  30  ft.  to  70  ft.,  the  rods  being 
from  '/>  in.  to  1%  in.  in  diameter.  The  use  of  truss  rods 
permits  the  use  of  exceptionally  long  booms  without  un 
necessary  increase  in  the  size  of  the  timbers  and  con- 
seqently  the  weight  of  the  machine. 

Slewing  Apparatus 

The  speed  of  operation  and  therefore  the  volume  of 
work  done  by  a  derrick  is  greatly  increased  if  some  method 
of  slewing  by  power  is  provided.  An  efficient  means  of 
doing  this  is  the  bull-wheel  or  the  self-slewing  gear. 

The  bull-wheel,  which  is  largely  used,  preferably  is  con 
structed  entirely  of  steel  so  braced  and  reinforced  with 
channel  and  angle  iron  girders  and  braces  that  the  force 
applied  to  the  rim  of  the  wheel  will  be  transmitted  to  the 
mast  and  to  the  boom  without  excessive  strains  on  the  der 
rick  structure  or  danger  of  buckle  in  the  wheel  rim.  The 
wheel  is  fastened  to  the  'base  casting  and  to  the  mast 
itself  by  braces  extending  outward  to  the  rim  of  the  wheel 
and  to  the  boom  by  slewing  rods  which  are  hinged  on 


brackets  secured  to  the  wheel  rim.  The  hinge  pins  of  these 
brackets  and  of  the  derrick  boom  should  be  in  a  common 
line  to  insure  the  easy  raising  or  lowering  of  the  boom. 
The  slewing  rods  are  provided  with  turnbuckles  so  that 
adjustments  can  be  made.  The  slewing  lines  pass  around 
the  rim  of  the  bull-wheel  and  over  sheaves  to  a  slewing 
drum  on  the  hoisting  apparatus.  The  bull-wheel  gives  the 
operator  control  of  the  load  and  permits  the  boom  to  be 
swung  while  the  load  is  being  raised,  thus  increasing  the 
speed  of  operation. 

The  relation  of  the  diameter  of  the  bull-wheel  to  the 
length  of  the  boom,  as  given  in  the  following  table,  has 
been  determined  by  common  usage : 

BULL-WHEEL    SLEWING    APPARATUS 


Wheel  Diameter, 

Feet 

8 

10 

12 

14 

16 

20 


Boom  Length, 
Feet 

40 
50 
60 

7'l 
80 
100 


Self-slewing  gear  serves  the  same  purpose  as  the  bull- 
wheel.  It  is  operated  by  means  of  a  pinion  geared  to  the 
hoisting  apparatus  and  meshing  with  a  large  ring-gear 
surrounding  the  base  of  the  mast.  It  is  used  only  when 
the  hoisting  apparatus,  generally  including  the  boiler  or 
other  source  of  power,  is  mounted  on  a  platform  at  the 
base  of  the  mast  and  revolves  with  the  derrick.  All  of 
the  machinery  being  on  the  opposite  side  of  the  mast,  it 
serves  as  a  counterweight  to  the  boom  and  its  load. 

The  operator  is  stationed  on  the  platform  and  has  com 
plete  control  of  the  derrick  and  also  has  an  unobstructed 
view  of  the  work.  In  permanent  installations,  the  boiler 
can  be  dispensed  with  and  steam  may  be  piped  from  a 
stationary  boiler  plant  through  a  line  leading  up  through 
the  mast  pivot  and  thence  to  the  hoisting  engine.  Electric 
power  may  also  be  used  for  derricks  equipped  with  self- 
slewing  gear. 

Tackle 

The  tackle  used  on  derricks  includes  a  large  variety  of 
blocks,  wire  rope  and  special  fittings.  These  are  treated 
in  this  book  in  the  chapters  describing  such  material. 


Cargo  Handling  Gear 


Cargo  handling  gear  aboard  ship  is  a  large  factor  in  de 
termining  the  commercial  value  of  a  vessel  as  the  length 
of  a  ship's  stay  in  pert  depends  largely  upon  the  efficiency 
of  the  loading  and  unloading  facilities. 

Vessels  regularly  engaged  in  carrying  a  particular  class 
of  cargo,  such  as  coal,  ore,  grain,  or  oil,  are  most  econom 
ically  loaded  or  unloaded  by  some  special  type  of  machine 
such  as  conveyors,  elevators,  cranes,  pumps,  etc.,  installed 
on  the  wharves  or,  in  some  cases,  on  the  vessels.  These 
special  devices  are  described  and  illustrated  elsewhere  in 
this  book.  Also  in  many  cases,  as  on  river  and  harbor 
steamers,  cargo  is  handled  by  trucks  of  either  the  hand 
operated  or  power  operated  types. 

Vessels  carrying  miscellaneous  cargo,  however,  require 
handling  gear — installed  on  the  vessel — that  may  be  adapted 
to  a  wide  variety  of  purposes.  To  handle  general  cargo 
such  as  boxes,  barrels,  bales,  etc.,  varying  greatly  in  weight 
and  in  size,  and  frequently  of  irregular  shapes,  the  derrick 
type  of  gear  has  been  found  most  efficient  and  practically 
all  cargo  vessels  are  thus  equipped.  Such  derricks  are  simi 
lar  in  construction  to  those  used  on  land  and  they  are  pro 
vided  with  various  forms  of  slings,  hooks,  tongs,  rope  nets, 


etc.,  so  that  cargo  may  be  hoisted  from  the  hold  of  a  ves 
sel  and  transferred  to  a  wharf  or  directly  to  a  conveyance. 

Mast  or  Derrick  Post 

On  cargo  handling  gear  the  mast  is  fixed,  instead  of  be 
ing  pivoted  as  on  the  ordinary  type  of  derrick,  and  on  many 
small  cargo  vessels  and  on  auxiliary  craft  for  handling 
cargo,  such  as  steam  lighters,  the  derrick  boom  usually  is 
applied  directly  on  the  mast.  On  larger  vessels  a  special 
derrick  post — sometimes  called  king  post — is  built  up  either 
of  steel  plating  or  is  constructed  of  pipe.  Sometimes  the 
derrick  post  is  also  utilized  as  a  ventilator,  the  mushroom 
type  of  ventilator  generally  being  used,  although  a  cowl 
fitted  to  the  top  of  the  post  is  often  used.  In  some  designs, 
a  slide  is  fitted  in  the  post  to  permit  regulation  of  the  venti 
lation  below  decks. 

Derrick  or  Boom  Tables 

A  derrick  or  boom  table  is  used  when  more  than  two 
booms  are  required  on  each  side  of  the  mast,  or  when  it  is 
desired  to  set  the  hoisting  winches  parallel  to  the  center 
line  of  the  ship.  The  width  of  a  derrick  table  is  deter- 


232 


HOISTING  MACHINERY 


B 

CO 

- 


. 

o 
o 

- 


V 

o 

bJD 
.5 


DERRICKS 


233 


mined  by  the  number  of  booms  required.  The  smaller  sixes 
of  boom  tables  arc  usually  bracketed  to  the  mast  hut  wln-n 
the  space  between  hatches  will  permit  a  wide  boom  table 
to  be  built  around  the  mast  it  is  supported  by  stanchions, 
and  sometimes  is  enclosed  and  used  as  a  deck  locker. 

An  upper  table  or  outrigger,  to  which  the  topping-lifts 
are  connected,  must  be  provided  when  a  derrick  table  is 
fitted  around  the  mast  at  the  deck.  The  connections  fur 
the  topping-lift  blocks  should  be  located  directly  above  the 
boom  pivots  on  the  derrick  table.  Sometimes  the  upper 
table  is  so  constructed  as  to  provide  connections  fur  parts 
of  the  ship's  rigging  in  addition  to  the  topping  lifts  of  the 
cargo  handling  gear. 

Booms  and  Fittings 

Wooden  booms — chiefly  of  Oregon  pine — are  used  fur 
capacities  up  to  about  10  tons,  although  occasionally  they 
are  made  of  steel.  Booms  above  IS  tons  capacity  are  prac 
tically  all  constructed  of  steel,  the  most  common  type  being 
of  pipe  construction  but  the  plate  and  channel  type  or  the 
lattice  type  as  employed  in  construction  of  land  derricks  is 
also  used  to  some  extent. 

On  a  boom  of  the  circular  wooden  type  the  fittings  con 
sist  of  a  goose-neck  fitted  at  the  heel  or  foot  of  the  boom, 
with  an  eye-bolt  near  the  goose-neck  for  securing  the 
block  bail;  at  the  upper  end  of  the  boom  are  fitted  one, 
two  or  three  bands — the  number  of  bands  required  for  a 
boom 'being  determined  by  the  class  of  cargo  carried— spaced 
from  six  to  seven  feet  apart.  The  outer  band  usually  is 
lilted  so  that  it  shoulders  on  a  reinforcing  band :  the  inner 
bands  are  made  in  halves,  and  bear  against  half  rounds  se 
cured  to  the  boom. 

The  boom  pivot  sometimes  is  designed  with  a  connection 
for  the  lead  block.  When  the  boom  is  stepped  on  a  table 
a  pad-eye,  with  a  link  to  which  to  shackle  the  lead  block, 
is  riveted  to  the  table.  A  heavy  lift  boom  usually  is  stepped 
on  a  pedestal  riveted  to  the  deck  and  a  pad-eye  for  the  lead 
block  is  secured  on  the  deck.  The  fittings  for  the  heavy 
lift  boom  consist  of  a  goose-neck — sometimes  called  a  Pacific 
iron — at  the  lower  end;  at  the  upper  end  there  are  either 
bands  or  pad-eyes,  depending  on  the  construction  of  the 
boom,  to  which  are  connected  the  vangs — lines  used  aboard 
ship  to  control  the  slewing  movements  of  a  boom — the  top 
ping-lift,  and  hoisting  blocks. 

Winches 

One  of  the  most  common  types  of  winches  for  handling 
the  average  cargo  is  the  single  gear  winch  with  a  single 
hoisting  drum  and  with  one  winch-head  on  the  outboard 
side.  When  there  is  sufficient  deck  space  winches  fitted 
with  two  winch-heads  are  used,  as  there  are  some  classes 
of  cargo  where  a  number  of  whips — a  term  usually  applied 
to  light  cargo  hoisting  tackle — can  be  operated  from  one 
hatch,  and  both  the  hoisting  drum  and  each  of  the  winch- 
heads  can  be  used  to  good  advantage.  Winches  that  are 
used  aboard  ship  for  handling  very  heavy  loads  and  for 
warping  are  subjected  to  severe  strains  and  generally  are 
compound  geared. 

The  location  of  the  winches  has  an  important  bearing 
on  the  facility  with  which  cargo  may  be  handled.  An  ar 


rangement  which  has  hern  found  very  efficient  for  certain 
rla-M  >  of  cargo,  and  which  has  been  extensively  adopted 
where  two  'm.  ins  arc  lilted  on  each  side  of  a  mast,  is  to 
locate  the  winches  in  an  athwartship  direction  with  sufficient 
space  between  them  for  an  operator  at  each  winch  but  close 
enough  to  permit  one  man  to  operate  both  winches  by  ex 
tending  the  levers  and  brakes.  Where  possible,  it  is  de 
sirable  that  one  man  should  control  both  winches. 

Usually  only  one  winch  is  required  for  each  boom,  but 
where  a  heavy  lift  boom  is  used  and  the  ships  is  not  fitted 
with  double-drum  winches,  the  hoisting  drums  of  two  single- 
drum  winches  are  brought  into  play.  With  this  arrangement 
one  winch  is  used  for  the  topping-lift  and  the  other  for  the 
line. 


Method  of  Operation 

Ships  built  in  the  United  States  generally  are  fitted 
with  two  booms  of  about  5  tons  capacity  on  the  forward 
and  after  side  of  each  mast.  In  some  cases  large  ships 
have  one  boom  of  from  25  tons  to  35  tons  capacity  in  addi 
tion  to  the  5-ton  booms.  When  handling  cargo  with  5-ton 
booms,  one  boom  usually  is  guyed  down  over  the  center 
of  the  hatch,  the  other  being  guyed  down  over  the  side  of 
the  vessel  so  that  the  cargo  whip  or  tackle  will  clear  the 
vessel's  side  from  8  ft.  to  12  ft.,  depending  upon  the  class 
of  cargo  handled.  In  handling  barrels,  boxes,  or  crated 
goods  in  light  loads  up  to  about  3  tons  a  single  whip  is 
used  on  each  boom.  These  whips  are  brought  together  at 
the  lower  end  and  made  fast  by  connecting  them  to  a  ring 
or  a  shackle  on  which  is  secured  a  cargo  hook,  barrel  hooks, 
bale  hooks,  net  or  other  device  most  suitable  for  handling 
the  particular  class  of  cargo. 

When  discharging  cargo  a  load  is  lifted  from  the  bold 
of  the  vessel  by  the  whip  on  the  boom  over  the  hatch  and 
after  it  is  clear  of  the  hatch  coaming,  it  is  swung  out 
board  by  hauling  in  with  the  whip  on  the  outboard  boom 
and  slacking  away  on  the  whip  on  the  inboard  boom. 
This  operation  is  reversed  when  loading  the  vessel.  This 
system  of  handling  cargo  is  a  very  efficient  one  for  certain 
classes  of  materials,  but  sometimes,  as  when  handling  a 
great  number  of  similar  pieces,  it  is  advantageous  to  work 
the  whips  independently.  In  such  cases,  the  load  is  lifted 
from  the  vessel's  hold  and  then  hauled  outboard  by  a  line 
made  fast  to  the  load  as  the  whip  is  slacked  away.  For 
the  heavier  loads— from  3  tons  to  5  tons— it  usually  is 
necessary  to  substitute  a  three-part  tackle  in  place  of 
the  single  whip. 

When  heavy  cargo  is  to  be  handled,  booms  of  25  tons 
to  35  tons  capacity  are  used.  Usually  they  are  stepped 
on  deck  and  are  fitted  with  an  eight-part  fall  for  hoist 
ing  and  also  an  eight-part  topping-lift.  When  hoisting  a 
load  from  the  hold  the  heavy  boom  is  guyed  securely  over 
the  center  of  the  hatch,  by  means  of  vangs  on  each  side  of 
the  boom,  the  load  then  hoisted  until  high  enough  to  clear 
the  hatch  coaming  and  the  bulwark,  and  then  swung  out 
board  by  slacking  away  on  one  vang  purchase  and  hauling 
in  on  the  other  with  the  aid  of  the  winch  head.  This 
method  gives  complete  control  of  the  gear  and  permits  the 
handling  of  heavy,  cumbersome  packages  without  danger 
to  the  operator  from  unexpected  slewing  of  the  load. 


234 


HOISTING  MACHINERY 


H    S 


Excavating   Machines 


MANY  SPECIAL  TYPES  of  excavating  machines  have  been 
developed  for  the  digging  and  disposal  of  earth, 
sand,  gravel,  coal,  ore  and  other  materials.  The 
use  of  these  machines  has  resulted  in  the  more  economical 
operation  of  many  industries  such  as  the  open  mining  of 
coal  and  ore,  and  other  minerals ;  the  handling  of  sand  and 
gravel  for  commercial  use;  and  the  more  efficient  main 
tenance  of  railroads.  They  have  also  been  extensively 
adapted  to  such  work  as  filling  along  the  water  front,  for 
levee  construction  and  similar  service.  In  addition  to 
cableways  of  the  excavating  type  and  the  various  special 
appliances  by  means  of  which  locomotive  cranes,  derricks 
and  other  similar  machines  are  adapted  to  excavation  work, 
there  are  certain  types  of  machines  which  are  especially 
suited  to  a  particular  class  of  excavation  service  on  dry 
land  and  on  water. 

Those    adapted    to    land    service    arc :      Power    shovels 
equipped    with    a    dipper   or 


shovel  for  work  within  a 
comparatively  restricted 
area ;  dragline  excavators 
for  more  extensive  opera 
tions  ;  and  trenching  ma 
chines  for  specialized  serv 
ice.  They  are  operated  by 
steam,  gasoline,  or  electric 
power. 

Those  types  of  excavating 
machines  adapted  for  use  on 

water  are :  the  dipper  dredge,  similar  in  design  to  the 
land  type  of  power  shovel ;  the  elevator  or  placer  dredge, 
of  the  endless  chain  bucket  type ;  and  the  hydraulic  or 
suction  dredge. 

Power    Shovels 

Power  shovels  are  extensively  used  for  general  excava 
tion  work  and  also  to  some  extent  for  loading  loose  mate 
rials.  They  are  adapted  to  digging  such  materials  as  sand, 
gravel,  clay,  shale  and  earth  without  blasting ;  or  for 
handling  all  classes  of  loose  materials  such  as  coal,  ore, 
rock,  or  other  similar  material  after  blasting.  They  have 
been  applied  to  such  service  as  stripping  overburden  and 
digging  ore  or  coal  in  open  mining  operations ;  for  loading 
stone  in  quarry  work ;  handling  clay  at  tile  and  brick 
plants,  for  excavating  service  in  railroad  work ;  and  for 
general  construction  work  where  excavating  and  loading 
of  material  is  necessary.  They  have  also  been  adapted  to 
dredging  service  and  are  used  for  digging  canals ;  for  deep 
ening  channels ;  or  for  excavation  work  along  shore. 

The  general  form  of  construction  consists  of  a  shovel 
or  dipper  fixed  to  the  end  of  a  handle  or  arm  which  is 
supported  by  an  A-frame,  a  mast,  or  a  pillar  similar  to 
the  construction  employed  on  a  derrick  or  a  locomotive 
crane.  The  A-frame  rests  on  a  structural  frame  or  car 
body  which  may  be  mounted  on  standard  railroad  trucks 
and  travel  on  standard  gage  track;  may  be  mounted  on 
rollers  or  small  wheels  and  travel  on  a  special  runway  laid 
on  the  ground  or  on  top  of  flat  cars ;  or  may  be  mounted 
on  trucks  of  the  trackless  type  having  wheels  with  plain 
tread,  tractor  tread,  or  of  the  creeper  traction  type.  These 
shovels  generally  are  self-propelled,  but  they  are  sometimes 
mounted  on  a  platform  which  is  moved  on  rollers  when  it 


Power     Shovels:     Railroad     Type;     Revolving 

Type;  Ditching  Machine. 
Dragline    Excavators.     Trenching   Machine. 

Back-Filling  Machine. 

Dredges:     Dipper     Type;     Hydraulic     Type; 
Placer  Type. 


is  necessary  to  chanm  tin-  location  of  the  machine.  In  the 
case  of  a  dipper  dredge  the  machine  generally  is  mounted 
on  a  barge  or  float,  but  in  some  cases  it  is  mounted  on  a 
platform  which  rests  on  land  while  the  dipper  is  operated 
in  the  water. 

Power  shovels  for  dry  work  are  made  in  several  differ 
ent  forms :  These  are  commonly  known  as  the  standard 
railroad  type  for  heavy  service ;  the  revolving  type  for 
general  service ;  and  the  ditching  machine,  generally  known 
as  the  railroad  ditcher. 

Railroad  Type 

The  standard  railroad  type  of  power  shovel — commonly 
called  a  steam  shovel  because  of  the  type  of  power  gen 
erally  used — is  adapted  to  the  most  severe  service.  It  is 
used  not  only  in  railroad  construction  and  maintenance 
service,  but  also  in  open  mining:  quarry-  work;  at 

cement,  tile  and  brick  plants  ; 
and  for  general  excavation 
work  in  other  fields.  In  this 
type  of  machine  the  shovel 
or  dipper  is  fixed  to  the  end 
of  a  handle  or  arm  and  is 
suspended  from  the  outer 
end  of  a  boom  by  means  of 
chains  or  wire  rope  passing 
over  sheaves  installed  on  the 
boom.  The  other  end  of  the 
handle  passes  through  guides 

located  at  an  intermediate  point  on  the  boom.  Sometimes 
this  form  of  construction  is  reversed  and  the  boom  passes 
between  the  side  members  of  a  double  dipper  handle.  In 
other  cases  the  end  of  the  handle  is  hinged  to  the  boom. 
The  heel  of  the  boom  is  secured  to  a  turntable  or  swing- 
circle  very  similar  in  construction  to  the  bull-wheel  used 
on  many  derricks,  but  generally  mounted  on  roller  bearings 
similar  to  a  turntable.  The  outer  end  of  the  boom  generally 
is  supported  by  rigid  guys  or  rods  secured  to  the  top 
of  the  A-frame  structure,  thus  keeping  the  boom  at  a 
fixed  angle  of  inclination.  In  some  cases,  however,  the 
guys  are  dispensed  with  and  a  topping-lift  is  used,  thus  per 
mitting  an  adjustment  of  the  boom  as  may  be  desired 
to  change  the  radius  of  action,  or  the  height  of  dump.  The 
A-frame  is  held  in  a  rigid  position  by  guy-rods  cr  props 
secured  to  the  body  of  the  car. 

Generally  the  machine  is  provided  with  a  dipper  hoisting 
engine,  and  a  swinging  engine  for  rotating  the  swing- circle — 
both  engines  being  mounted  on  the  car;  and  with  a  dipper 
thrusting  engine  usually  mounted  on  the  boom,  but  some 
times  also  being  installed  on  the  car.  A  steam  boiler  of 
the  locomotive  type  is  mounted  on  the  rear  end  of  the  car 
where  it  may  also  serve  as  a  counterweight.  The  machinery 
is  enclosed  within  a  superstructure  similar  to  a  railroad  car 
body  and  the  entire  apparatus  is  carried  on  two  4-wheel 
trucks  of  the  standard  railroad  type.  The  car  is  propelled 
by  chain  gearing  connecting  the  truck  axles  with  the  power 
plant  on  the  car.  Adjustable  side  outriggers  are  provided 
to  give  stability  to  the  machine.  The  car  on  which  a  rail 
road  type  of  power  shovel  is  installed  generally  is  equipped 
with  standard  automatic  couplers  and  air  brakes  so  that  it 
may  be  hauled  in  railroad  train. 

In  the  operation  of  this  machine,  the  shovel  or  dipper  is 


235 


236 


HOISTING   MACHINERY 


Large   Revolving:  Steam   Power  Shovel   Stripping  Overburden   in   Open  Mining   Operations 


Skimmer  Type  of  Power  Shovel  as  Used  in  Exravation  Work.     Gasoline  Operati 


Skimmer  or  Coal  Loader  Working  in  Conjunction  with  Large  Revolving  Steam  Power  Shovel 


EXCAVATING    MACHINES 


237 


lowered  to  the  base  level  and  i.s  thru.,t  into  the  material  by 
means  of  a  rack  gear  on  the  under  side  of  the  dipper  handle. 
It  is  operated  by  gears  propelled  by  the  thrusting  equine,  on 
the  boom  and  moves  the  clipper  handle  through  the  guides. 
As  the  dipper  is  thrust  forward  into  the  material  the  hoist 
ing  engine  operates  the  hoisting  chains  or  rope  an. I  rai-M-^ 
the  dipper  in  a  vertical  semi-circle  scooping  a  load  as  it 
rises.  The  boom  is  then  rotated  to  either  side  by  the  swing 
ing  engine  and  the  material  leaded  into  a  wagon  or  car  by 
opening  the  hinged  back  or  bottom  of  the  dipper  and  drop 
ping  the  load. 

This  type  of  machine  may  be  equipped  with  'i  dipper 
having  a  capacity  ranging  upward  to  about  (>  cu.  vds. :  a 
radius  of  action  upward  to  about  35  ft.  swinging  through 
an  arc  ranging  upward  to  about  10  cleg,  beyond  a  right 
angle  on  cither  side  of  the  car  or  a  total  swing  of  about 
190  to  200  deg.,  and  a  dumping  height  of  about  20  ft.  above 
the  surface  on  which  the  machine  rests. 

The  proportions  of  some  power  shovels  of  the  railroad 
type  arc  given  in  the  following  table : 


for  traveling  on  soft  yielding  ground;  or  they  may  be 
mounted  on  a  -4-wheel — sometimes  more — self-propelled  car 
traveling  on  rails.  The  radius  (if  action  ranges  upward  to 
about  25  ft.,  they  have  a  (lumping  height  of  about  15  to  20 
ft.  and  a  dipper  capacity  of  from  •<.(  cu.  yd.  to  (t  cu.  yds. 

Approximate   capacities    of    the    small    si/e>    of    irvuKing 
power  shovels  are  given   in  the   following  table: 


S.MALI.     KKVOI.VINc;     I'OWKK     SIIOVKI.S 


Capacity 

Dipper 
Cu.  Yd. 

1 


I  cnylh 

of 

lloi.ni 
l-'t.     In. 

IS         (I 
.'II        0 


Length  i,l 
1  Hpper 
Handle 
Ft.    In. 

!  1  <l 
1  I  li 
16  3 


Digging    Radius 

at  8   Ft. 

Klevati  n 

Ft.     In. 

.'.!       6 

27       9 

3.'       6 


A  larger,  heavier  type  of  revolving  power  shovel  ha-. 
developed  for  special  service  such  as  stripping  overburden 
in.  open  mining  operations  and  for  mining  the  deposits 
after  the  overburden  has  been  removed.  This  type  of 
machine  has  also  been  adapted  to  other  service  such  as 
digging  canals,  digging  gravel  and  clay,  and  in  other  ex- 


R. \II.KOAD     TYl'K     1'OWKk     SHOVELS 


Capacity    (  f    Dipper 3'4-i 

ft. 

Length     of      Boom 31 

Length   of   Dipper    Handle 20 

Dumping    Radius     32 

Height    of    Dump 17 

Depth    of    Cut    Shovel    Track    In    leading 

Track      10 

Depth    of   Cut    Uelow    Rail 6 

Digging    Radius    at    8    ft.    Elevation 33 

Radius   of   Level    Floor 19 


yds. 
in. 

6 

6 


354-5  yds. 
ft. 


.In 
19 
31 
IS 

11 

6 

7  7 

20 


.l'i-4' 

i  yds. 

2'/i-3'/ 

..  yds. 

2'/i-'. 

i  yd-.. 

S  yds. 

ft. 

in. 

"ft.' 

in. 

ft. 

in. 

ft.  in. 

30 

3 

29 

0 

27 

.i 

24   3 

19 

6 

is 

6 

16 

9 

18   4 

30 

3 

29 

7 

5 

27 

is 

17 

16 

16   6 

11 

10 

9 

9   6 

b 

6 

;, 

6 

5 

9 

4 

33 

1  !  '• 

30 

10 

28 

4 

26 

19 

6'/2 

18 

4 

17 

3 

16 

A  modification  of  the  railroad  type  of  power  shovel 
mounted  on  traction  wheels  having  a  very  broad  tread 
has  been  adapted  to  such  classes  of  service  as  making 
narrow  cuts;  for  use  in  gravel  pits;  and  for  quarry  work 
or  other  operations  where  a  heavy  capacity  shovel  may  be 
desired,  but  where  it  is  not  practicable  to  lay  tracks  for  the 
standard  railroad  type  of  machine.  Except  for  the  type 
of  truck  on  which  the  machine  is  mounted,  this  type  of 
shovel  is  constructed  in  substantially  the  same  manner  as 
the  larger  railroad  type.  The  radius  of  action  ranges  up 
ward  to  about  20  ft.  through-arc  of  about  260  deg..  and  the 
height  of  dun-p  above  the  base  is  about  12  ft. 

Revolving  Type 

The  revolving  type  of  power  shovel  performs  practically 
the  same  class  of  work  as  the  heavier  railroad  type,  but  is 
designed  for  lighter  service.  It  also  is  adapted  to  other 
uses  such  as  excavating  cellars  and  trenches  where  the 
larger  machines  could  not  be  economically  operated.  It 
embodies  many  of  the  features  of  construction  used  in  the 
railroad  type,  but  instead  of  being  arranged  so  that  only 
the  boom  and  dipper  rotate,  the  entire  superstructure  is 
mounted  on  a  turntable  similar  to  that  used  in  the  con 
struction  of  a  locomotive  crane  and  it  may  be  rotated  in  a 
complete  circle.  This  permits  the  operation  of  the  shovel 
in  any  direction  within  a  comparatively  small  area  and  it 
also  will  perform  a  maximum  amount  of  work  without 
changing  the  location  of  the  machine. 

In  the  smaller  types  of  revolving  shovels  the  boom  and 
the  dipper  handle  ordinarily  are  of  a  length  only  sufficient  to 
permit  of  excavating  to  the  level  of  the  surface  on  which 
the  machine  rests,  hut  in  many  cases,  in  order  to  excavate 
trenches  or  pits  below  the  t-achine  level,  a  very  long  boom 
and  dipper  handle  are  used. 

These  machines  are  mounted  on  tru  ks  whi.-h  nv.y  have 
wheels  of  the  trackless  type,  having  a  nlain  broad  tread  for 
traveling  on  a  smooth  firm  surface:  with  tractor  wheels  for 
traveling  over  rough  ground  :  on  trucks  of  the  creeper  type 


tensive  operations  where  the  amount  of  work  to  be  done 
warrants  the  installation  ;,nd  use  of  a  heavy  high  capacity 
machine. 

The  superstructure  of  this  type  of  machine  is  similar  to 
that  of  the  smaller  type,  but  it  is  mounted  on  a  very  large 
turntable  which  rests  on  a  structural  frame  usually  carried 
on  four  trucks  of  the  railroad  type  and  traveling  on  a 
double  track.  An  extremely  long  boom  and  dipper  handle 
is  provided  so  that  a  wide  radius  of  action  and  a  high 
dumping  range  may  be  obtained.  The  machine  may  be 
equipped  for  self  propulsion  or  may  be  moved  by  other 
motive  power.  Power  shovels  of  this  type  have  a  digging 
radius  of  about  100  ft.,  a  dumping  radius  ranging  upward 
to  90  or  95  ft.  and  a  height  of  dump  of  about  60  ft.  The 
proportions  of  some  of  the  large  types  of  revolving  power 
shovels  are  given  in  t'-e  following  table  : 


LARCH     REVOLVING     SIIOVKI.S 


Capacity 

of 

Dipper 
Cu.  Yd. 


Length 

ot 

Room 
Ft. 

to 

75 
80 


Length 

of 

1  )i;iper  Handle 
I't. 
.is 
4S 
58 


Digging  Radius 

at    40  ft. 

Elevation 

Ft. 

78 

90 

103 


Skimmer  Type 

The  skimmer  type  of  power  shovel  i.s  constructed  in  sub 
stantially  the  same  manner  as  other  revolving  shovels  ex 
cept  that,  instead  of  having  the  dipper  or  shovel  mounted 
on  a  hinged  or  pivoted  handle  and  operating  in  a  vertical 
semi-circular  path,  it  is  provided  with  a  dipper  01  scoop 
attached  to  a  frame  arranged  to  travel  on  the  under  side  of 
a  hinged  boom  having  two  side  members  which  form  a 
runway  for  the  dipper  frame.  This  gives  the  dipper  a 
horizontal  thrust  which  makes  the  machine  especially 
adapted  to  excavating  or  ''skimming"  thin  veins  of  coal  in 
open  mines.  Tt  was  primarily  intended  only  for  coal  dig 
ging  and  loading,  but  it  has  since  been  applied  in  other 
service  such  as  digging  and  loading  sand  and  gravel  or 


238 


HOISTING  MACHINERY 


x 


; 


EXCAVATING    MACHINES 


239 


other  similar  materials.  In  the  operation  of  this  machine 
the  boom  —  which  is  controlled  by  a  topping-lift—is  low 
ered  so  that  the  dipper  rests  on  the  ground  and  the  thrust 
ing  mechanism  then  forces  it  into  the  material.  When  the 
dipper  is  filled  —  which  may  be  at  any  point  on  the  outward 
thrust  or  line  of  travel  —  the  boom  is  hoisted  and  the  travel 
of  the  dipper  is  continued  until  the  desired  dumping  pnint 
is  reached.  The  material  is  then  dumped  by  tilting  t'r.e 
dipj>er  forward  by  means  of  a  dumping  mechanism  installed 
on  the  boom. 

Power  shovels  of  the  skimmer  type  arc  equipped  with 
dippers  having  capacities  upward  to  about  \l/i  to  2  cu.  yds.; 
they  have  a  dipper  stroke  of  from  10  to  12  ft.  ;  booms  having 
a  radius  of  30  to  35  ft.  ;  a  dumping  radius  of  about  30  ft., 
and  a  dumping  height  of  about  10  to  12  ft. 

Ditching   Machine 

The  ditching  machine  —  commonly  called  a  railroad 
ditcher  —  is  used  chiefly  in  railroad  maintenance  work  for 
drainage  ditching  alongside  of  the  tracks  —  hence  the  name 
"ditcher."  It  may  also  be  utilized  for  other  similar  work 
within  range  of  the  dipper.  This  machine  is  self-propelled 
and  is  mounted  on  a  turntable  which  is  carried  on  a  truck 
having  4  wheels  —  usually  double  flanged  and  of  small 
diameter  —  generally  traveling  on  tracks  laid  on  the  plat 
form  of  a  standard  railroad  flat  car,  but  laid  sometimes 
on  the  ground.  It  differs  from  the  railroad  type  of  power 
shovel  in  that  its  movement  is  circular  —  full  circle  —  instead 
of  radial  and,  except  for  the  manner  of  mounting,  being 
of  substantially  the  same  construction  as  the  revolving  type 
of  power  shovel. 

Two  different  methods  are  employed  in  the  operation  of 
the  railroad  ditcher:  a  flat  car  train,  or  a  dump  car  train. 
When  using  a  flat  car  train  the  ditcher  travels  from  car 
to  car  over  portable  sectional  tracks  which  it  transfers  ahead 
after  passing  over  them.  As  it  progresses  it  loads  the 
material  on  the  cars  behind  it.  The  train  is  then  hauled  to 
the  dumping  ground  and  the  material  unloaded  with  an 
unloader  plow  or  by  manual  labor  with  hand  shovels.  In 
the  dump-car  method,  which  to  a  large  extent,  has  super 
seded  the  flat  car,  two  dump  cars  are  used  and  the  ditcher 
is  mounted  on  a  flat  car  between  them.  The  rapidity  with 
whioh  the  load  may  be  dumped  makes  this  method  particu 
larly  desirable. 

The  following  table  gives  the  approximate  scope  of  rail 
road  ditchers  : 


DITCHINf!     MACHINE 

Ft.  In. 

Radius  of  cut  at   grade  .........  :  ........      15  6 

Radius  of  cut  at  8  ft.  elcvatirn  ...........      23  6 

Radius  of  dump  from  pivotal  center  ......      22  0 

Radius  of  boom  from  pivotal   center  ......      18  4 

Depth  of  cut  below  top  of  rail  ...........        3  0 

Height  of  dump  above  top  of  rail  ........      10  0 


Ft.  In. 

18  0 

28  0 

26  6 

22  Yt 


3 

11 


Dragline  Excavator 


The  dragline  excavator  is  used  for  digging  and  loading 
such  materials  as  sand,  gravel,  clay,  earth,  coal  or  ore  and 
may  be  used  in  mining  operations,  canal  and  drainage  work, 
or  for  handling  any  class  of  loose  materials.  The 
superstructure  combines  many  of  the  features  of  power 
shovel  and  locomotive  crane  construction.  It  consists  of 
the  usual  platform  or  base,  carrying  the  operating  mechan 
ism  and  power  plant  and  mounted  on  a  turntable  ;  a  long 
boom  controlled  by  a  topping-lift,  and  a  dragline  or  scraper 
type  of  bucket.  Generally  the  turntable  is  of  very  large 
diameter  and  is  carried  on  four  trucks  —  either  2-wheel  or 
4-wheel  type  —  traveling  on  a  single  track  of  very  broad  gage 


or  on  double  tracks.  In  some  cases  the  trucks  are  dis 
pensed  with  and  the  turntable  base  is  mounted  on  skids  and 
rollers  and  is  moved  as  required.  The  bucket  is  of  the 
dragline  type  described  elsewhere  in  this  book. 

In  the  operation  of  this  type  of  machine  the  bucket  is 
first  raised  from  the  ground  by  the  hoisting  line  attached  to 
the  bucket  bail  and  then  lowered  to  the  desired  point  of 
excavation.  The  dragline,  attached  to  the  bucket  bridle- 
chain,  is  then  brought  into  action  and  drags  the  bucket 
through  the  material,  filling  as  it  goes.  The  hoisting  line 
is  then  hauled  in  and  raises  the  loaded  bucket  which  is  then 
carried  to  the  desired  dumping  point  by  raising  the  boom, 
with  the  topping-lift,  and  rotating  the  entire  machine. 

Dragline  excavators  are  equipped  with  booms  ranging  in 
length  upward  to  150  to  155  ft.  This  gives  a  very  wide 
radius  of  action,  but  additional  area  may  be  served  by 
raising  the  bucket  on  the  hoisting  line  and  then  by  manip 
ulating  the  dragline,  the  hoisting  line,  and  the  boom, 
swinging  the  bucket  outward  a  considerable  distance — rang 
ing  upward  to  from  30  to  40  ft. — beyond  the  end  of  the 
boom.  This  method  is  an  advantage  in  certain  classes  of 
work  as  the  excavator  may  be  installed  well  back  from  the 
edge  of  a  body  of  water  or  an  embankment  thus  avoiding 
the  danger  of  causing  slides,  but  at  the  same  time  it  per 
mits  the  machine  to  serve  a  comparatively  wide  area. 

This  type  of  machine — generally  those  of  light  capacity — 
is  also  sometimes  mounted  on  trucks  having  wheels  with 
plain  tread,  traction  tread,  or  the  creeper  type.  This  per 
mits  a  more  varied  application  of  the  dragline  machine  to 
general  excavation  service. 

Dragline  excavators  mounted  on  the  various  forms  of 
trucks  or  skids  range  in  capacities  approximately  as  given 
in  the  following  table : 

DKACI.IXF.   EXCAVATORS 


n  z; 

0™ 

rt 

= 

Of 

u 

1 

u 
a 

^ 

'£ 

a-i 

& 

O*c 

—  ^  o 

"^ 

;£ 

Z£. 

C 

~ 

£ 

~ 

a'£ 

—  : 

Cu.Yd. 

Ft. 

F. 

In. 

Ft. 

In. 

Ft. 

In. 

Ft. 

In. 

Ft.  In. 

Ft. 

In. 

y* 

40 

41 

10 

41 

8 

42 

8 

12 

0 

12  to  14 

18 

0 

36 

2 

36 

0 

37 

0 

20 

10 

11  to  13 

0 

l'/i 

45 

49 

6 

43 

6 

48 

6 

15 

6 

15  to  18 

20 

0 

42 

11 

37 

6 

40 

6 

25 

6 

13 

0 

2 

60 

67 

2 

61 

8 

65 

9 

18 

6 

20  to  25 

32 

0 

58 

6 

53 

0 

58 

0 

31 

0 

20 

0 

2'/3 

85 

92 

0 

87 

9 

92 

2 

26 

6 

30  to  35 

58 

0 

79 

11 

75 

9 

80 

0 

45 

4 

40 

0 

3% 

100 

107 

4 

103 

0 

107 

6 

28 

8 

35  to  40 

58 

0 

93 

5 

89 

0 

93 

7 

50 

10 

36 

0 

4 

125 

130 

2 

125 

3 

129 

9 

40 

4 

45  tv  ?0 

69 

0 

113 

0 

109 

0 

113 

8 

67 

4 

43 

0 

5 

155 

165 

0 

195 

0 

164 

0 

39 

0 

£0tu35 

75 

0 

153 

0 

185 

0 

152- 

0 

71 

10 

43 

0 

Trenching  Machine 

The  trenching  machine,  as  its  name  implies,  is  designed 
to  excavate  trenches  for  sewer  work,  water  systems,  gas 
mains  and  other  similar  purposes.  The  rapidity  with  which 
this  type  of  machine  excavates  and  disposes  of  earth  and 
rocks  makes  it  an  especially  desirable  apparatus  where  the 
amount  of  work  to  be  done  or  where  the  speed  of  opera 
tion  required,  as  in  street  work  where  trenches  must  be 
closed  quickly,  will  warrant  its  use. 

This  class  of  excavator  is  made  in  two  different  types : 
the  endless-chain  bucket  elevator  or  ladder  type,  and  the 
wheel  type.  Both  types  of  machines  are  mounted  on 
trucks  having  the  front  wheels,  or  the  entire  truck,  equipped 
with  broad  treads  of  the  creeper-traction  type.  The  ma 
chine  straddles  the  trench,  the  entire  apparatus  moving  for- 


240 


HOISTING  MACHINERY 


Wheel  Type   Trenching   Machine   with   Topping-Lift   and    Disposal    Conveyor   Gaff-Rig 


Endless-Chain  Bucket  Type  Trenching  Machine  with  Ladder  Racking   Gear 


EXCAVATING    MACHINES 


241 


ward  as  the  material  is  excavated.    They  are  self-propelled, 
either  gasoline  or  steam  power  being  used. 

Endless-Chain  Bucket  Type 

The  endless-chain  type  of  trenching  machine  consists  of 
a  continuous-elevator  type  of  digging  conveyor  hinged  to 
the  machine  frame  and  equipped  with  a  number  of  buckets 
each  provided  with  a  cutting  edge  or  teeth,  and  a  disposal 
conveyor. 

In  the  operation  of  this  apparatus  the  buckets  are  forced 
into  the  earth,  filling  as  they  advance.  As  the  endless  ele 
vator  apparatus  revolves  it  carries  the  material  upward  to 
the  disposal  conveyor  which  extends  to  one  side  of  the 
machine  and  deposits  the  material  alongside  of  the  trench 
convenient  for  refilling  or  loads  it  into  a  wagon  for  removal. 
This  type  of  trenching  machine  has  an  approximate  capac 
ity  as  given  in  the  following  table  : 

ENDLESS-CHAIN  BUCKET  TRENCHING  MACHINE 

Width    of    buckets  ......  72  in.        60.   in.       48  in.       36  in.       24  in. 

Digging   Depth    ........  17  ft. 

Road  speed    ...........  ^   mile  per  hour 

speed    ........  20  ft.  to  275   ft.  per  hour 


In  the  most  commonly  used  bucket  type  of  trench  ex 
cavator  the  bucket  travel  is  in  a  fixed  line  but  in  some 
machines  designed  for  wide  trench  work  the  digging 
apparatus  is  arranged  to  oscillate  between  the  side  members 
of  the  elevator  frame.  This  permits  the  use  of  a  com 
paratively  narrow  bucket  for  digging  a  wide  trench,  but 
avoids  the  excessive  stress  that  would  be  imposed  on  the 
structure  by  using  an  extremely  wide  bucket,  such  as 
would  be  required  in  sewer  work. 

Wheel  Type 

The  wheel  type  of  trenching  machine  is  equipped  with  a 
digging  wheel  instead  of  the  endless  elevator  apparatus. 
This  wheel  consists  of  a  large  internal  gear  and  pinion 
mounted  in  a  hinged-frame  boom  which  is  supported  by  a 
topping-lift  so  that  it  may  be  raised  or  lowered  as  desired. 
It  is  provided  with  a  series  of  digging  blades  which  are 
forced  into  the  earth  as  the  wheel  revolves  and  carry  the 
material  around  the  periphery  of  the  wheel  until  it  reaches 
the  disposal  conveyor.  This  conveyor  passes  inside  of  the 
digging  wheel,  at  right  angles  to  the  trench,  the  outer  cud 
of  the  conveyor  being  suspended  from  a  small  boom  or  gaff 
supported  by  the  boom  topping-lift  frame.  The  material 
is  deposited  alongside  the  trench  for  refilling  or  removal. 

Back-Filler 

The  back-filler  or  filling  machine  is  used  for  filling  in 
trenches  or  other  narrow  excavations  being  especially 
adapted  for  following  behind  a  trench  excavator  and  filling 
in  a  pipe  trench  after  the  pipe  has  been  laid.  This  type 
of  apparatus  consists  of  a  scoop  or  scraper  which  is 
dragged  through  the  material  by  a  dragline  attached  to 
the  front  of  the  scraper  and  to  a  winch  mounted  on  a 
machine  very  similar  in  construction  to  a  small  dragline 
excavator.  In  some  cases  a  back-filling  scraper  is  attached 
to  the  line  of  a  small  locomotive  crane  of  the  trackless 
type  which  then  serves  for  back-filling  purposes. 

One  design  of  back-filler  has  a  light  trussed-boom  about 
30  feet  long  which  is  supported  by  an  A-frame  structure 
carried  on  a  small  truck  on  which  are  also  mounted  a  winch 
and  a  gasoline  engine.  The  truck  mav  have  complete 
creeper  traction;  or  two  wheels  having  plain  traction  tread 
and  the  other  wheels  equipped  with  creeper  traction.  In 
the  operation  of  this  machine  the  scraper  is  hauled  beyond 


the  material  ironi  the  ground  by  a  line  attached  to  the 
rear  of  it  and  passing  through  a  sheave  at  the  boom  end, 
and  thence  to  the  winch.  It  is  then  swung  or  cast  and 
dropped  by  slacking  off  on  the  line.  The  dragline  attached 
to  the  front  of  the  scraper  is  then  brought  into  operation 
and  the  material  drawn  forward  into  the  excavation.  The 
scraper  is  provided  with  handles  so  that  a  man  may  follow 
behind  to  guide  it  if  necessary. 

In  a  smaller  type  of  back-filler  the  boom  is  dispensed 
with  and  the  scraper  is  hauled  behind  the  material  by 
manual  labor.  The  dragline  is  then  brought  into  action 
and  the  material  drawn  into  the  excavation. 

Dredges 

Dredges  are  used  for  excavating  work  such  as  drainage 
ditching  in  marshy  land,  canal  work,  opening  up  and  deep 
ening  channels  in  rivers,  mining  operations,  and  for  exca 
vating  and  filling  work  in  embankment  or  levee  construc 
tion.  They  are  made  in  the  dipper  or  shovel  type  similar 
to  the  land  type  of  power  shovel — dipper  dredge,  the  ele 
vator  or  ladder  type — commonly  called  placer  dredge,  and 
the  hydraulic  or  suction  type.  Many  floating  derricks  and 
cranes  are  sometimes  equipped  with  some  form  of  excavat 
ing  device  such  as  an  automatic  grab  bucket  or  a  dragline 
bucket  and  are  used  for  dredging  service.  These  machines, 
however,  do  not  come  within  the  class  of  equipment  com 
monly  known  as  dredges. 

Dipper  Dredge 

The  dipper  dredge  is  extensively  used  because  of  its 
adaptability  to  a  varied  class  of  work.  It  is  especially  suit 
able  for  ditching  work  or  other  excavation  service  in  marsh 
land  or  in  shallow  water.  It  is  constructed  and  operated 
in  tiie  same  general  way  as  the  railroad  type  of  power 
shovel,  but  is  provided  with  a  much  longer  boom  and 
clipper  handle  so  that  it  may  excavate  below  the  surface  of 
the  water  and  also  have  a  comparatively  wide  dumping 
range.  Generally  the  machine  is  mounted  on  a  hull  or 
float  and  rests  in  the  water,  but  in  some  instances  it  is 
mounted  on  a  platform  carried  on  wheels  or  rollers  run 
ning  on  tracks  laid  on  land. 

In  drainage  ditching  where  there  is  sufficient  width  of 
excavation  and  sufficient  water  to  permit  the  use  of  the 
floating  dredge,  the  machine  works  with  the  dipper  for 
ward  and  progresses  as  the  ditch  is  dug.  In  order  to  give 
stability  to  the  machine  when  working  toward  either  side 
the  hull  is  provided  with  spuds  which  serve  the  same  pur 
pose  as  the  outriggers  used  on  locomotive  cranes  and 
other  machines  operated  on  land.  These  spud--  are  made 
in  two  forms  :  bank  spuds,  and  vertical  spuds.  They  may 
be  manipulated  by  a  friction  hoist  on  the  engine  which 
operates  the  dredging  machine  but  in  some  cases  an  inde 
pendent  spud  engine  is  provided. 

The  bank  spud  consists  of  a  lie-leg  and  a  stiff-leg  similar 
to  the  construction  used  on  small  stiff-leg  derricks,  but 
arranged  so  that  they  will  telescope  and  may  be  drawn  in 
on  the  float  when  not  in  use.  The  lie-leg  extends  from  the 
side  of  the  float  and  rests  on  the  bank  of  the  ditch  while 
the  stiff-leg  extends  from  the  outer  end  of  the  lie-leg  to  the 
top  of  the  A-frame  supporting  the  boom.  It  thus  prevents 
listing  of  the  hull  to  either  side. 

Vertical  spuds  are  used  when  the  width  of  the  ditch  or 
ranal  will  not  permit  the  use  of  lie-legs  or  when  the 
dredge  is  being  operated  on  a  river  or  other  wide  body  of 
water.  They  consist  of  upright  legs,  at  each  side  of  the 
A-frame  on  the  edge  of  the  float,  which  are  provided  with 


242 


HOISTING  MACHINERY 


Endless-Chain  Bucket  Type  Trenching  Machine  with  Topping-Lift.     Bucket  Equipped  with  Side  Cutters 


Boom  Type  Back-Filler  Equipped  with  Complete  Creeper  Traction 


Boom  Type  Back-Filler  Equipped  with  Plain  and  Creeper  Traction 


EXCAVATING    MACHINES 


243 


o 
- 
— 
O 


V 
D. 
— 


244 


HOISTING   MACHINERY 


Hydraulic   Dredge   with    Vertical   Spuds.     Disposal   Pipe    Line    Laid    for    Filling    Behind    Bulkhead 


Two  Placer  Dredges  at  Work.     Elevator  or  Dredging   End    Shown    at   Right,    Disposal    End    at    L 


Dipper    Dredge    with    Vertical    Spuds    Lowered    in    Position 


EXCAVATING    MACHINES 


245 


a  broad,  flat  base  and  arranged  so  that  they  may  be  ex 
tended  downward  to  rest  on  the  bottom  and  then  rigidly 
secured  to  the  float.  This  prevents  the  listing  of  the  float 
when  the  dredge  is  raising  a  heavy  load. 

When  dredging  where  the  water  is  too  shallow  or  the 
ditch  too  narrow  to  float  the  hull,  the  dredge  is  mounted  on 
a  platform  carried  on  rollers,  or  on  a  framework  which 
straddles  the  excavation  and  is  carried  on  wheels  travel 
ing  on  rails  laid  on  the  banks  of  the  ditch.  The  material 
is  deposited  at  either  side. 

A  dipper  dredge  is  generally  applied  to  service  where 
the  range  of  the  dipper  will  permit  the  dumping  of  the 
material  on  either  side  of  the  excavation,  but  in  digging 
very  wide  ditches  or  in  dredging  streams,  where  this  can 
not  be  done,  it  is  customary  to  first  work  along  one  bank 
and  then  the  other.  This  method,  however,  cannot  be  used 
when  the  area  is  more  than  twice  the  range  of  the  dredge 
and  in  such  cases,  some  other  type  of  excavating  machine 
should  be  used  or  a  barge  or  scow  provided  to  carry  the 
material  excavated.  Dipper  dredges  range  in  capacities  as 
given  in  the  following  table : 

DIPPER  DREDGES 


Capacity 
of 

Length 
of 

Length 
of  Dipper 

Depth  Dig 
Hclciw 

Height 

of 

Dumpitif 

Dipper 

Norm 

Handle 

Water 

Dump 

Reach 

Cu.Yd. 

Ft. 

Ft. 

Ft. 

Ft. 

Ft. 

1 

30 

24 

11 

9     -12 

29-34 

45 

33 

15^ 

16/J-19K 

41-49 

I& 

40 

30 

14 

13^-1654 

37-44 

55 

39 

1854 

21     -24 

50-60 

2 

50 

37 

ny> 

18/^-22 

45-55 

65 

46 

22 

26     -29  '/, 

59-71 

2^J 

60 

43 

20'A 

23     -2654 

54-66 

75 

52 

25 

30/2-34/2 

67-80 

3 

70 

50 

24 

28     -32 

63-77 

85 

59 

28  '/, 

34/2-39/2 

76-94 

4 

75 

53 

23% 

29^-34 

68-83 

90 

62 

30 

37     -4\</, 

81-99 

5 

85 

59 

28  Ji 

34     -38  /2 

76-94 

100 

68 

33 

41J/2-46 

89-109 

Placer  Dredge 

The  placer  dredge — so-called,  because  of  its  application  to 
placer  mining — is  a  special  type  of  excavating  machine.  It 
is  used  in  the  mining  of  gold,  platinum,  tin,  or  any  other 
deposits  which  may  be  mined  by  the  placer  method.  This 
type  of  machine  consists  of  an  elevator-conveyor  equipped 
with  digging  buckets  and  carried  on  a  boom  structure 
hinged  to  one  end  of  the  hull,  a  washing  apparatus  installed 
within  the  dredge  superstructure,  and  a  refuse  disposal 
apparatus  of  the  conveyor  type. 

In  the  operation  of  the  placer  dredge  the  boom  is  lowered 
into  the  water  so  that  the  elevator  buckets  come  in  contact 
with  the  bottom.  The  deposits  are  thus  excavated  and  car 
ried  up  inside  of  the  machine  to  the  washing  apparatus 
where  the  sand  and  other  refuse  is  separated  from  the 
minerals  and  is  carried  away  by  the  refuse  conveyor  and 


PLACER 

DREDGES 

Depth  of 

-•lit  of 

Dig 
Below  Water 

Hank 
Above  Water 

Ft. 

Ft. 

15 

5 

to 

to 

40 

15 

20 

5 

to 

to 

40 

15 

25 

T/2 

to 

to 

60 

20 

3O 

10 

to 

to 

60 

20 

30 

10 

to 

to 

80 

20 

dumped  behind  the  dredge  as  it  progresses.  The  dumping 
apparatus  may  be  arranged  to  carry  the  refuse  to  either 
side  if  desired.  The  approximate  capacities  of  placer 
dredges  is  given  in  the  following  table: 


Capacity  Depth  of  lit  of  Capacity 

of  Dig  Hank  per 

Mucket  Below  Water         Above  Water  Month 

Cu.  Yd.  Ft.  Ft.  Cu.  Yd. 

3%  15  5  40,000 

to 

60,000 

$</,  20  5  80,000 

to  to  to 

100,000 
7%  25  7  '/i  100,000 

to 

150,000 
10%  30  10  150,000 

to 

200,000 
295,000 

tti 
368,000 

Hydraulic  Dredge 

Hydraulic  or  suction  dredges  are  used  for  deepening 
channels,  for  excavating  sand  and  gravel  for  commercial 
use,  for  levee  construction,  and  for  excavating  from  under 
water  and  filling  low  land  in  reclamation  work.  This  type 
of  machine  consists  of  a  suction  apparatus  which  is  carried 
on  a  boom  type  of  structure  and  may  be  lowered  into  the 
water,  a  suction  pump,  a  force  pump,  and  a  disposal  pipe 
line  which  may  be  of  any  desired  length.  The  lower  end 
of  the  suction  apparatus  is  provided  with  a  revolving  cut 
ter-head  which  loosens  the  material  so  that  it  may  be 
readily  drawn  into  the  suction  line  and  pass  through  the 
suction  pump. 

In  the  operation  of  the  dredge  the  suction  apparatus  is 
lowered  to  the  bottom,  the  cutter-head  rotated  and  the 
suction  pump  then  draws  the  material  upward  through  the 
intake  pipe.  It  is  then  pumped  through  the  disposal  pipe 
to  the  outlet  where  it  is  discharged.  By  this  method  of 
dredging  the  material  may  be  excavated  from  under  \vater 
and  may  be  conveyed  to  any  desired  point.  The  impact  of 
the  wet  material  as  it  is  discharged  from  the  disposal  pipe, 
makes  a  solid  compact  fill  which  is  .especially  desirable  for 
embankment  construction  or  where  it  is  desired  to  erect 
buildings  on  the  filled  area. 

The  hydraulic  dredge  will  handle  any  class  of  material 
ranging  from  sand  or  gravel  to  blasted  rock  which  does  not 
exceed  the  size  of  the  suction  pump  intake.  Hydraulic 
dredges  range  in  capacity  upward  to  300  to  350  cu.  yd.  pel 
hour  and  may  lie  extended  for  a  distance  of  several  miles 
by  using  booster  pumps  at  intervals  on  the  line  thus  making 
the  scope  of  the  machine  practically  unlimited. 


246 


HOISTING   MACHINERY 


Suspension    Cableway    Dredging   Sand   from    the   Bed  of  a  River  and   Delivering  to  a   Bin  for  Dryi 


Head  Tower  and  Sand  Bin 


Head  Tower  with  Projecting  Boom 


Suspension    Cableway    with    Projecting    Boom    on    Head  Tower  for  Unloading  Loose  Materials  from  Boats 


Cableways 


CABI.EWAYS  ARE  USED  in  many  fields  of  industry.  They 
are  especially  adapted  for  operations  extending  over 
a  considerable  area  or  over  rough  or  difficult  ground, 
such  as  a  ravine,  a  river,  or  a  marsh  which  could  not  readily 
lie  served  by  a  derrick,  a  crane,  or  other  machine  of  more 
limited  scope.  The  method  of  construction  and  operation 
permits  the  use  of  a  cableway  where  other  modes  of  tran^ 
port  are  not  feasible  because  of  the  topography  of  the 
locality.  In  mountainous  or  marshy  land,  or  over  rivers, 
they  are  particularly  desirable  because  of  the  ease  with 
which  they  may  be  erected  and  because  of  the  compara 
tively  small  cost  of  operation.  They  may  be  equipped  for 
digging  and  handling  sand  or  gravel;  excavating  and  fill 
ing;  stripping  overburden  in  open  coal  or  ore  mining  opera 
tions;  dredging  in  rivers  or  marshland;  handling  materials 
at  cement  works ;  handling 
coal  or  ore  in  storage,  or  for 
transporting  such  materials ; 
hauling  and  loading  logs  in 
lumber  operations ;  and  in 
the  construction  of  bridges, 
dams,  and  similar  work. 
When  used  for  excavation 
work  they  may  be  operated 
with  equal  facility  on  dry  land 
or  with  the  material  han- 


Cableways:  Endless-Rope;  Inclined  Dragline 
Scraper;  Power  Scraper;  Cable  Drag 
Scraper;  Rocking  Cableway;  Single-Rope 
Cableway. 

Tramways:  Friction-Grip;  Two-Bucket;  Sin 
gle-Bucket;  Double  Cable;  Stacking;  Sus 


pended-Rail. 

dling  device — usually  a  buck 
et — operated     under     water. 
Cableways  may  be  of  the 

suspension  cable  type  with  some  means  of  raising  and  lower 
ing  the  material  handling  devices;  they  may  be  of  the  drag 
line  type  in  which  the  handling  devices  are  attached  to  a 
load  cable  and  are  dragged  through  the  material ;  or  they 
may  consist  of  a  series  of  cable  spans  supported  at  intervals 
by  trestles  or  towers  in  which  case  they  are  called  cable 
tramways.  They  are  operated  by  a  winch  having  one,  two, 
or  more,  drums  as  may  be  required  for  the  class  of  work 
and  the  operation  of  the  material  handling  devices.  Steam 
or  gasoline  power  is  widely  used,  but  electric  power  may 
be  used  when  available. 

Suspension    Cableways 

Suspension  cableways  are  made  in  two  different  types:  the 
inclined  or  semi-gravity  cableway,  in  which  the  operation  in 
one  direction  is  by  force  of  gravity ;  and  the  horizontal 
cableway,  in  which  the  operation  in  both  directions  is  en 
tirely  by  power.  They  may  be  of  the  endless-rope  type  in 
which  the  carriage  or  trolley  travels  on  a  fixed  track  cable 
and  the  traction  is  supplied  by  an  endless-rope  secured  to 
the  cable  carriage ;  or  they  may  be  of  the  slack  track  cable 
and  load  cable  type  in  which  the  carriage  and  the  material 
handling  device  is  hauled  by  the  load  cable.  A  mast  or  a 
tower  usually  supports  one  end  of  the  cable  span  while  the 
other  end  is  either  supported  by  a  tail-tower  or  is  secured 
to  some  form  of  sheave  or  tackle  connection  anchored  in  Un 
earth.  The  head  tower— also  the  tail  tower,  if  desired — 
may  be  mounted  on  wheels  or  rollers  running  on  rails  so 
that  the  range  of  action  may  be  shifted  to  serve  a  new  area 
when  required. 

Either  type  may  be  equipped  to  handle  some  form  of 
bucket— usually  of  the  dragline  type  although  the  turn-over 
type  or  the  grab  bucket  type  is  frequently  used ;  or  they  may 


be  equipped  with  a  fall-block  and  hook  to  handle  a  skip,  a 
sling,  or  various  types  of  tongs  or  grapples. 

Endless-Rope  Semi-Gravity  Cableway 

In  the  inclined  or  semi-gravity  type  of  endless-rope  cable- 
way,  a  head  tower  or  mast  is  installed  at  a  convenient  point 
on  high  ground  so  that  there  will  be  sufficient  incline  to  the 
cableway  to  insure  the  travel  of  the  carriage  in  one  direc 
tion  without  the  use  of  power. 

The  main  cable,  or  standing  rope,  is  stretched  from  the 
top  of  the  head  tower  to  the  opposite  side  of  the  span  and 
is  anchored  at  a  point  low  enough  to  produce  the  inclina 
tion  necessary  to  run  the  carriage  down  by  force  of  gravity. 
The  cable  passes  over  a  sheave  or  a  saddle  at  the  top  of 
the  tower,  the  latter,  being  preferable  in  order  to  eliminate 

the  damage  to  the  cable 
resulting  from  the  vibra 
tion  of  the  rope  when  the 
cableway  is  in  operation. 

The  hoisting  rope  is  se 
cured  to  the  drum  of  a 
winch,  passes  over  a  sheave 
at  the  top  of  the  mast  and  is 
reeved  through  a  sheave  on 
one  end  of  the  carriage, 
then  through  the  fall-block, 
thence  through  a  sheave  on 
the  other  end  of  the  car 
riage  ;  the  end  of  the  rope 
is  then  secured  to  the  fall-block. 

The  endless-rope  by  means  of  which  the  carriage 
and  the  load  is  hauled  along  the  track  cable  makes 
several  turns  on  an  endless-rope  wheel  to  prevent  it 
from  slipping  and  both  ends  are  passed  over  sheaves  at  the 
top  of  the  tower  or  mast.  One  end  of  the  rope  is  secured 
to  the  front  of  the  cable  carriage,  and  the  other  end  passes 
through  the  carriage,  around  a  return  sheave  secured  to 
the  main  or  track  cable  at  the  opposite  end  of  the  cable  span 
and  is  fastened  to  the  rear  end  of  the  carriage. 

Roth  the  hoisting  rope  and  the  endless-rope  pass  through 
and  are  supported  by  rope  trolleys  which  travel  on  the  track 
cable.  These  trolleys  are  connected  to  each  other  by  a  chain 
which,  holds  them  spaced  at  regular  intervals  as  the  car 
riage  runs  down  the  incline  and  hangs  in  festoons  as  the 
trolleys  are  drawn  together  when  the  load  is  hauled  up  the 
track  cable  by  the  hoisting  line.  This  chain  may  be  fastened 
to  the  cable  carriage  and  be  drawn  down  the  incline  with 
it  or  it  may  simply  connect  the  rope  trolleys. 

The  endless-rope  wheel  is  secured  near  the  base  of  the 
mast  and  is  provided  with  a  hand  brake  by  which  the  car 
riage  may  be  held  securely  at  any  point  on  the  track  cable. 
This  brake  is  supplemented  by  a  gate,  consisting  of  two 
pieces  of  timber  pivoted  at  the  top  of  the  mast  so  that  they 
may  be  dropped  over  the  carriage  to  relieve  the  strain  on 
the  endless-rope. 

In  the  operation  of  this  type  of  cableway  the  fall-block  is 
hoisted  to  the  carriage,  the  gate  raised,  the  endiess-rope 
wheel  brake  released,  and  the  hoisting  drum  thrown  out  of 
gear  permitting  the  carriage  to  descend  the  inclined  cable  by 
the  force  of  its  own  gravity,  pulling  the  hoisting  rope,  after 
it  as  it  uncoils  from  the  drum.  The  rope  trolleys  follow  the 
carriage,  also  by  gravity,  supporting  the  endless-rope  and 

247 


248 


HOISTING   MACHINERY 


Horizontal    Endless-Rope    Cableway  Equipped    with    Chain-Spaced  Trolleys 

List  of  Parts 

A   Mast                                  E   Hoisting  Rope  h    Endless-Rope   Sheaves  L   Trolley   Chain 

a    Cable  Saddle                   e    Hoisting  Rope  Sheave  I    Return   Sheave  M  Fall  Block 

B   Main  Cable  F  Hoisting  Winch  J    Endless-Rope  Sheave  Wheel       N   Chain  Grab-Hook 

C  .l/iiiii  Cable  Tension        G    Carriage  K    Trolley  O   Carnage  Gate 
D   Ca&/<?  Anchorage            H   Endless-Rope 


Inclined    or   Semi-Gravity    Endless-Rope    Cableway    Equipped    with    Chain-Spaced    Trolleys 


if7!.  ,-  ,  r-?<   - 

^;i»'v->V 

A -ROCKING  ANCHOR       -  *  f * 

B  -  BUCKET  HOIST 

C  -  MOTORS 

D  -  BUCKET  HOIST  ROPES 

E  -  ROCKING  HOIST 

F  -  ROCKING  HOIST  MOTOR  SEARED  TO  DRUM 

G  -  ROCKING  ROPES 

H  -  MAIN  GUY 

I  -MAIN  GUY  ANCHOR 


Rocking  Cableway  Installed  at  Power  House  for  Handling  Fuel  and  Ashes 


CABLEWAYS 


249 


the  hoisting  rope  thus  preventing  excessive  sagging  of  these 
lilies. 

When  the  carriage  reaches  the  point  where  it  is  desired  to 
lower  the  fall-block,  the  endless-rope  brake  is  applied  and 
holds  the  carriage  stationary.  The  fall-block  by  its  own 
weight  lowers  as  the  hoisting  rope  uncoils  from  the  drum  and 
when  it  reaches  the  ground  the  brake  is  applied  to  the  hoist 
ing  drum  to  prevent  further  uncoiling  of  the  rope.  When  a 
load  has  been  attached  to  the  hook  of  the  fall-block,  it  is 
hoisted  until  the  fall-block  is  drawn  up  against  the  carriage 
and  the  endless-rope  brake  is  then  released.  By  continuing 
the  pull  on  the  hoisting  rope  the  carriage  with  its  load  and 
the  rope  trolleys  are  pulled  up  the  incline  until  the  carriage 
reaches  the  place  of  landing.  The  gate  is  then  dropped  over 
it  and  holds  it  until  the  load  has  been  lowered  and  dis 
charged. 

Cableways  of  this  type  are  made  with  a  span  ranging 
upward  to  1.200  ft.  or  more,  and  an  individual  load  capacity 
up  to  about  15  tons. 

Horizontal  Endless-Rope  Cableway 

The  horizontal  endless-rope  cableway  is  an  improvement 
on  the  inclined  or  semi-gravity  type  and  makes  possible  the 
application  of  such  cableways  in  a  more  general  way,  not 
being  restricted  by  topographical  conditions  as  is  the  case 
with  inclined  cableways.  The  term  "horizontal"  does  not 
mean  that  the  cable  is  held  in  a  level  position  or  is  sus 
pended  from  supports  having  the  same  elevation  but  is 
used  to  denote  the  method  of  operation. 

The  operation  of  the  horizontal  cableway  is  similar  to  that 
of  the  inclined  or  semi-gravity  type  except  that  the  endless- 
rope  wheel  used  in  the  inclined  type  is  omitted  and  the  end 
less-rope  is  secured  to  the  drum  of  a  winch.  The  inclined 
system  is  operated  with  a  single-drum  winch  and  conse 
quently  its  movement  in  one  direction  is  limited  to  gravity 
while  the  horizontal  cableway  requires  a  double-drum  winch, 
is  reversible,  and  has  no  restrictions  except  the  length  of 
the  span.  It  may  be  operated  with  the  track  cable  at  any  in 
clination  and  either  from  the  low  or  the  high  point.  If  pos 
sible,  however,  the  operating  machinery  should  be  placed  on 
the  higher  elevation  as  this  will  insure  the  most  satisfactory 
results.  The  endless  or  traction  rope  being  attached  to  one 
of  the  drums  of  the  winch  the  operator  has  complete  con 
trol  of  the  movements  of  the  carriage  on  the  cable. 

The  ropes  on  this  type  of  cableway  may  be  supported  by 
chain  connected  rope  trolleys,  similar  to  those  used  on  the 
endless-rope  inclined  cableway,  or  they  may  be  carried  on 
fall  rope  carriers  which  perform  the  same  service  as  the 
chain  connected  type.  When  not  in  use  these  carriers  are 
supported  on  a  self-adjustable  carrier  born  pivoted  to  the 
cable  carriage  or  trolley  and  riding  on  a  wheel  running  on 
the  main  or  track  cable.  A  series  of  tapered  buttons  or 
sleeves  is  secured  to  a  small  carrier  cable  placed  above  the 
main  cable;  these  buttons  each  successively  engage  a  hinged 
eye  on  the  carrier,  stopping  their  travel  and  picking  them  off 
the  carrier  horn.  This  is  repeated  at  each  of  the  buttons 
until  all  of  the  carriers  are  distributed  along  the  cable  at 
regular  intervals,  thus  supporting  the  ropes.  On  the  return 
travel  of  the  cable  carriage  the  carrier  horn  picks  up  each 
of  the  carriers  as  the  ropes  are  hauled  in  by  the  winch. 

The  horizontal  type  of  endless-rope  cableway  is  made  with 
spans  ranging  upward  to  2,500  ft.  and  has  an  individual  load 
capacity  up  to  about  20  tons. 

Typical  Installations 

A  typical  installation  of  the  horizontal  cableway  is  in 
use  at  the  mine  of  a  coal  company  where  it  is  used  to  trans- 
oort  coal  across  a  river — a  cable  span  of  2,200  ft.  being  re 


quired — to  a  paper  mill  on  the  opposite  shore  and  to  carry 
other  material  back  to  the  mine.  All  of  the  coal  used  by 
the  mill  and  many  of  the  materials  used  at  the  mine  were 
formerly  carried  several  miles  over  a  roundabout  route. 

The  head-tower  or  operating  end  of  this  cableway  is  lo 
cated  on  the  side  of  the  river  close  to  the  mine;  the  tail- 
tmvt-r  on  the  opposite  side  near  the  paper  mill.  The  main 
or  track  cable,  is  2,500  ft.  long,  the  hoisting  rope  2,500  ft. 
long,  and  the  endless  or  traction  cable  is  4,500  ft.  long. 
The  clear  span  between  the  towers  is  2,180  ft.,  the  head- 
tower  being  80  ft.  high  and  the  tail-tower  100  ft.  high  with 
favorable  land  elevations  on  both  sides  of  the  river.  The 
anchorage  for  the  main  cable  consists  of  logs  24  ft.  long 
and  about  26  in.  in  diameter,  buried  in  the  ground  to  a  depth 
of  about  5  ft.  and  weighted  down  with  stone  sufficiently  to 
resist  the  pull  of  the  cable  and  the  load.  The  cable  also 
spans  railroad  tracks  and  to  prevent  the  skip  striking  pass 
ing  trains  while  in  transit  or  in  case  of  the  breaking  of  the 
main  cable,  a  safety  bridge  built  of  structural  steel  was  pro 
vided  at  that  point.  Wire  rope  nettings  are  frequently  used 
for  this  purpose,  and  are  preferable  because  of  their  lighter 
weight.  The  chain-connected  rope-trolley  system  is  used 
on  this  cableway  and  the  trolleys  are  spaced  about  40  ft. 
apart.  Because  of  the  extreme  length  of  the  span  and  the 
consequent  deflection  in  the  cables  it  was  necessary  to  put 
one  set  of  rope  trolleys  in  front  and  another  set  in  the  rear 
of  the  carriage. 

The  load  is  carried  in  a  skip  and  varies  from  2^2  tons 
to  3  tons  of  coal,  while  the  skip  itself  and  the  other  parts 
weigh  about  4  tons  more,  but  this  weight  is  distributed 
over  a  considerable  portion  of  the  cable.  This  cableway  is 
operated  by  steam  power  and  has  an  average  daily  carrying 
capacity  of  about  100  tons  of  coal. 

Another  cableway  of  this  type  erected  at  a  cement  mill 
has  a  1,200  ft.  clear  span  between  the  towers,  which  are 
stationary  and  were  built  160  ft.  high  for  the  purpose  of 
creating  a  large  storage  area  for  the  cement  clinkers. 
Towers  of  this  height  with  the  1,200  ft.  span  give  a  stor 
age  area  approximately  200  ft.  wide,  1,200  ft.  long  and  100 
ft.  high,  or  a  storage  capacity  of  about  1,000,000  barrels  of 
clinkers. 

The  clinkers  are  handled  with  steel  skips  of  25  barrels 
capacity  which  are  filled  from  chutes  under  the  coolers  and 
conveyed  by  the  cableway  to  the  clinker  storage.  Openings 
are  provided  in  the  bottom  of  the  storage  bins  through 
which  the  clinkers  arc  dropped  on  a  belt  conveyor  which 
carries  them  to  the  mills. 

The  mills  are  located  on  the  side  of  a  hill  having  an  even 
slope  from  the  crusher  and  nearly  in  line  with  the  grinding 
buildings,  thus  affording  a  very  favorable  storage  place. 
This  also  obviates  the  necessity  for  rehandling  the  clinkers 
with  the  cableway. 

The  Rocking  Cableway 

The  rocking  cableway  is  an  adaptation  of  the  suspension 
'type  cableway,  so  designed  as  to  permit  both  a  longitudinal 
and  a  transverse  movement.  It  may  be  equipped  with  an 
automatic  bucket  and  be  used  to  handle  loose  materials 
such  as  coal,  coke,  ore,  crushed  stone,  or  cement ;  or  it 
may  be  equipped  with  some  form  of  hoisting  tackle  and 
be  used  with  grab  hooks,  slings  or  other  devices  to  handle 
lumber  and  logs,  or  other  materials.  It  is  adaptable  to 
practically  any  class  of  hoisting  and  conveying  work  but  it 
is  particularly  serviceable  for  unloading  coal  or  similar 
materials  from  railroad  cars  to  storage,  and  for  reclaim 
ing  the  material  from  storage  when  it  is  to  be  used. 

This  type  of  cableway  consists  of  a  track  cable  suspended 
from  a  main  or  hoist  tower  and  a  tail  tower,  both  of  which 


250 


HOISTING   MACHINERY 


Single  Rope  Cableway  with  Hinged  Boom  on  Head  Tower  for  Unloading  Materials  from  Boats 


Single   Rope   Cableway   Equipped   with   Single    Line  Automatic  Grab  Bucket  for  Handling  Loose  Material 


CABLEWAYS 


251 


are  supported  longitudinally  by  guys  or  tension  cables,  and 
transversely  by  side-tackle  and  rocking-ropes.  Each  tower 
rests  on  a  quadrant  base  and  is  pivoted  at  the  bottom  so 
that  it  may  be  tilted  or  rocked  to  an  angle  of  about  60  deg. 
each  side  of  the  vertical  center  line.  The  rocking  motion 
is  imparted  by  the  rocking-ropes  which  are  secured  to  the  top 
of  the  tower  and  to  the  upper  sheave  blocks  of  the  side- 
tackle.  The  lower  sheaves  of  the  tackle  are  secured  to  an 
anchor-block  resting  in  the  ground  at  each  side  of  the  tower 
and  the  lines  pass  thence  to  a  drum  on  a  winch  which  may 
be  located  near  the  base  of  the  tower  or  in  a  machinery 
house  which  will  also  serve  to  shelter  the  operator.  As 
the  drum  of  the  winch  is  rotated  in  either  direction,  the 
tackle  pays  out  on  one  side  and  is  hauled  in  on  the  other 
side  thus  pulling  the  top  of  the  tower  to  either  side  as 
desired — hence  the  name  "rocking  cableway." 

The  track  cable  is  kept  taut  by  the  tension  cables  and  a 
cable  carriage  or  trolley  is  hauled  in  either  direction  on  the 
track  cable  by  a  load  or  haulage  cable  secured  to  the  car 
riage  and  operated  by  a  drum  on  a  winch  which  may  be 
located  at  one  side  of  the  main  tower  or  in  the  machinery 
house.  The  carriage  is  provided  with  suitable  sheaves  for 
one  or  more  hoisting  lines  as  may  be  required  for  the  opera 
tion  of  an  automatic  bucket  or  for  fall-blocks.  The  hoist 
ing  lines  are  operated  by  drums  on  the  same  winch  as  is 
used  for  the  load  cable.  Steam,  gasoline,  or  electric  power 
may  be  used  and  the  entire  equipment  is  under  the  con 
trol  of  one  operator. 

The  use  of  a  rocking  tower  at  both  ends  of  the  cableway 
permits  the  handling  of  material  over  a  rectangular  area 
and  thus  will  serve  a  maximum  amount  of  storage  space. 
In  cases  where  great  capacity  is  not  required,  a  modified 
form  of  the  rocking  cableway  may  be  used  in  which  the 
tail-tower  is  held  rigid,  only  the  main  or  hoist  tower  being 
designed  to  rock  from  side  to  side.  This  form  of  cableway 
serves  a  fan-shaped  area. 

The  sidewise  scope — width  of  the  area  served — of  a 
cableway  of  the  rocking  type  varies  with  the  height  of  the 
tower,  the  greater  the  height  of  a  tower  tilting  at  a  given 
angle,  the  greater  the  width  of  the  area  served. 

This  type  of  equipment  is  made  in  various  capacities 
ranging  upward  to  100  tons  an  hour.  A  typical  installation 
for  handling  fuel  and  ashes  at  a  power  house  serves  an 
area  500  ft.  in  length  and  100  ft.  in  width.  Similar  installa 
tions  may  be  made  at  blast  furnaces  for  handling  ore  and 
other  materials ;  at  cement  mills  for  handling  hot  clinker 
or  for  other  service ;  and  also  in  foundry  yards,  structural 
steel  storage,  or  in  any  industry  having  large  quantities  of 
materials  which  must  be  handled  into  and  out  of  storage. 

Single-Rope  Cableway 

The  single-rope  cableway  requires  only  one  hoisting  cable 
for  its  operation  and  when  equipped  with  a  single-line 
bucket,  is  used  for  unloading  loose  materials  such  as  coal, 
coke,  or  sand  and  gravel  from  cars  to  storage  piles  or  for 
loading  it  from  storage  piles  to  cars.  The  track  cable  is 
stretched  on  an  incline  between  towers,  the  loading  point 
usually  being  at  or  near  the  higher  tower.  The  carriage, 
to  which  a  single-line  clam-shell  bucket  is  suspended  by  a  . 
bail,  travels  on  this  track  cable.  The  hoisting  line  passes 
from  the  winch  to  a  sheave  at  the  top  of  the  head  tower, 
thence  beneath  the  track  cable  to  the  carriage  and  then  over 
a  sheave  in  the  carriage.  It  is  then  reeved  through  the 
bucket  heads  and  thence  back  to  the  carriage  where  it  is 
made  fast.  When  this  line  is  allowed  to  pay  out,  the  car 
riage,  carrying  the  bucket  suspended  below  it,  moves  down 
the  track  cable  until  a  latch  on  the  end  of  the  carriage  en 
gages  the  stop  on  the  cable  automatically  releasing  the 


bucket  bail.  The  bucket  is  thus  suspended  in  the  bight 
of  the  line  and  is  then  lowered  by  further  paying  out  of  the 
line  until  it  rests  upon  the  material  to  be  handled  and  is 
ready  to  dig. 

Pulling  in  on  the  hoisting  line  closes  the  bucket  and 
lifts  it  with  its  load  of  material  to  the  carriage  which  is 
automatically  released  from  the  stop  so  that  it  is  free  to 
move  upward  along  the  track  cable  until  it  comes  in  con 
tact  with  the  upper  stop.  The  line  is  then  allowed  to  pay 
out,  the  carriage  engaging  itself  on  the  upper  stop  and  re 
leasing  the  bucket,  which  is  lowered  and  the  load  dis 
charged  by  pulling  a  trip-lever.  Upon  again  being  hoisted 
to  the  upper  stop,  the  bucket  bail  engages  the  carriage  caus 
ing  it  to  release  the  stop.  Paying  out  the  line  then  allows 
the  carriage  to  travel  downward  by  gravity  and  convey  the 
bucket  along  the  cable. 

The  bucket  may  grab  a  load  beneath  either  stop  but  it 
cannot  be  detached  from  the  carriage  between  stops,  there 
fore,  in  order  to  change  the  location  of  the  loading  and 
dumping  points  it  is  necessary  to  shift  the  stops  on  the  track 
cable.  This  is  easily  done  by  pulling  on  hand  lines  sus 
pended  from  the  stops.  A  pull  on  the  line  releases  the 
clamps  which  prevent  the  stops  from  slipping  on  the  track 
cable  and  the  stop  may  then  be  moved  as  desired.  Be 
cause  of  the  necessity  of  moving  the  stops  the  single-rope 
system  is  not  suitable  for  use  where  the  work  is  of  such 
a  character  as  to  require  the  bucket  to  be  spotted  at  a  dif 
ferent  point  each  time  it  takes  a  load. 

Any  hoisting  winch  capable  of  lifting  one-half  of  the 
weight  of  the  loaded  bucket  may  be  used,  but  it  is  es 
sential  that  the  speed  be  completely  under  control  of  the 
operator,  as  the  carriage  must  be  traveling  slowly  when 
it  engages  the  stops. 

The  single-rope  cableway  has  the  advantage  of  being  low 
in  first  cost ;  is  simple  to  operate ;  requires  few  lines  and 
sheaves  to  keep  in  order;  and  is  easy  to  erect  and  to  move. 
It  should  not,  however,  be  applied  where  a  span  greater 
than  300  ft.  is  required  unless  a  pull-back  line  and  a  coun 
terweight  tower  is  used  in  order  to  avoid  having;  an  ex 
cessively  high  head  tower.  With  a  pull-back  line  the  span 
should  not  exceed  500  ft. 

Inclined  Dragline  Cableways 

The  inclined  dragline  cableway — also  called  straight-line 
or  slackline — is  a  type  of  semi-gravity  cableway  used  chiefly 
for  excavation  work  in  sand  or  gravel  pits,  or  for  handling 
ore,  coal,  or  similar  materials.  It  consists  of  a  guyed  mast 
or  a  tower;  an  inclined  track  cable;  a  load  cable;  and  some . 
form  of  scraper  or  dragline  bucket. 

The'track  cable  is  supported  at  the  higher  end  of  the  span 
on  a  sheave  or  a  saddle  at  the  top  of  the  mast  or  tower, 
and  the  lower  end  is  secured  to  a  suitable  ground  anchor 
age  at  a  distance  from  the  mast  depending  upon  the  length 
of  cableway  span  desired.  A  carrier  is  mounted  on  the 
track  cable,  and  a  scraper  or  dragline  bucket  is  attached  to 
this  carrier  by  flexible  connections — chains  generally  being 
used.  The  load  cable  is  attached  to  the  front  of  the  bucket 
and  the  carrier  and  is  used  for  the  operation  of  loading  the 
bucket  and  for  hauling  it  on  the  track  cable  to  the  dump 
ing  point.  A  tension  cable  having  tension  or  fall-blocks 
secured  to  the  track  cable  at  the  top  of  the  tower,  and  to 
a  ground  anchorage  at  the  lower  end,  serves  to  tighten  or 
slacken  the  track  cable  as  may  be  required.  Both  the  load1 
and  tension  cables  lead  from  guide  blocks  at  the  top  of  the 
tower  down  to  a  double-drum  friction  winch,  usually  located 
at  ground  level. 

To  provide  an  easy  means  for  shifting  the  lower  end  of  the- 
track  cable  it  is  usually  secured  to  a. bridle  cable.  This 


252 


HOISTING   MACHINERY 


r    J 

8U-'^L 

M*J<'-/  Ti 


Endless-Rope  Suspension  Cableway  Handling  Loose  Material  with  a  Skip 


- 

- 
^-  -    * 


Endless-Rope   Suspension   C.ableway   Handling   Coal  at  a   Power  House  with   an  Automatic  Grab  Bucket 


Endless-Rope  Suspension  Cableway  Handling  Block  Stone  in  a  Quarry 


CABLEWAYS 


\ 


-• 


List  of  Parts 

4  Tractor  Engine  8  Load  Cable  12  GMV  Anchor 

5  Winch  9  Bridle  Cable  13  Groir/  /';/,- 

6  Tract  Cafck  10  A/am  G«.v  14  Gravel  Pit 

7  Tension  Cable  11  Auxiliary  Guy  15  Water  Line 
Semi-Gravity  Dragline  Cableway  Digging  Sand  and  Gravel  from   Under  Water  and   Delivering  it  to  Storage  Pile 

Rigged   for   Forward-End    Dump 


1  Mast 

2  Tail  Tou'er 

3  Bucket,  Digging 
3a  Bucket,  Dumping 


List  of  Parts 

5  Head  Gate  9  Track  Cable 

6  Rock  Pile  10  Load  Cable 

7  Spoil  Pile  11   Tension  Cable 

8  ll'inch  12  Bucket,  Loading 

Semi-Gravity  Dragline  Cableway  Installed  for  Service  in  Dam  Construction  Work.     Rigged  for  Low-End  Dump 


1  River 

2  Stone  Crib  Dam 

3  Rock  and  Earth  Fill 

4  Tail  Race 


12a  Bucket,  Dumping 

13  Mast 

14  Tail  Tou'er 


254 


HOISTING    MACHINERY 


1 

73 

e 


3 

a 

73 


S 

o 

— 

73 

a 
a 


J5 

i 


V 

I 

a2 


73 

- 
a 


I 

£ 
1 

o 

fa 

B. 
H 


73 

e 


Q 

73 


u 

2 


I 

* 


CABLEWAYS 


255 


bridle  cable  is  installed  by  placing  two  anchor  logs  some 
distance  apart,  the  usual  distance  being  aiiout  150  ft.  One 
end  of  the  bridle  cable  is  brought  around  one  of  the  anchor 
logs  and  then  fastened.  The  other  end  of  the  bridle  cable  is 
passed  through  the  bridle  frame  and  then  brought  around 
the  other  anchor  log.  This  cable  may  be  provided  with  tackle 
so  that  in  using  a  movable  tower  a  considerable  lateral 
movement  of  tin-  .-.iblrwav  may  be  obtained  without  chang 
ing  the  location  of  the  anchorages. 

The  operation  of  this  cableway  usually  begins  with  the 
track  cable  taut  and  the  empty  bucket  near  the  top  of  the 
cableway.  The  operator  then  releases  the  friction  of  the 
front  drum  of  the  winch,  which  releases  the  load  cable. 
This  allows  the  carrier  and  bucket  to  travel  by  gravity 
down  the  inclined  track  cable,  the  speed  being  controlled  by 
the  brake  on  the  friction  drum.  When  the  point  of  excava 
tion  has  been  reached  the  downward  travel  of  the  bucket 
and  carrier  is  stopped  by  the  brake  on  the  front  drum, 
and  the  bucket  is  lowered  to  the  material  by  slacking  off  the 
track  cable.  The  load  cable  is  then  hauled  in,  drawing  the 
bucket  into  the  material.  After  it  is  filled  the  track  cable 
is  again  hauled  taut  and  the  bucket  is  either  drawn  upward 
by  the  load  cable  to  a  dumping  point  at  the  upper  end  of 
the  cableway  or  it  is  allowed  to  travel  by  gravity  further 
down  the  inclined  track  cable  to  a  lower  dumping  point. 

In  the  operation  of  this  type  of  cableway  the  load  is  always 
gathered  as  the  bucket  is  hauled  toward  the  main  tower 
but  the  material  may  be  dumped  either  at  the  upper  end 
of  the  cableway  on  the  upward  travel,  or  it  may  be  allowed 
to  travel  down  the  inclined  track  cable  and  be  dumped  at 
the  lower  end.  This  is  accomplished  by  special  dumping 
devices  attached  to  the  bucket  and  to  the  track  cabls. 

Controlled  Front-Dump  Type 

One  type  of  bucket  used  on  dragline  cablevvays  is  de 
signed  to  dump  during  the  upward  travel  of  the  load.  A 
bucket  hanging  chain  is  secured  to  a  rigid  bail  at  the  front 
of  the  bucket,  passing  upward  over  a  sheave  on  the  cable 
carrier  and  thence  to  a  clevis  on  the  rear  of  the  bucket;  a 
front-chain  is  secured  to  the  bail  clevis  and  a  bridle-chain 
is  secured  to  the  front  clevis,  both  these  chains  being 
brought  together  and  connected  to  a  pull-chain  which  in 
turn  is  connected  to  a  dump-block  attached  to  the  load 
cable ;  a  dump-chain  is  secured  to  the  rear  clevis  and,  lead 
ing  upward  over  a  sheave  in  the  carrier  frame,  passes  under 
a  sheave  in  the  dump-block  from  whence  it  passes  upward 
and  is  secured  to  a  clevis  on  a  traveler-block  running  on  the 
track  cable. 

The  cycle  of  operation  is  as  follows :  Starting  with  the 
bucket  empty  in  the  dumping  position  at  the  point  of  dis 
charge,  the  load  cable  drum  is  released  allowing  the  bucket 
to  travel  by  gravity  down  the  inclined  track  cable,  auto 
matically  righting  itself  as  it  goes.  When  the  digging  point 
is  reached,  the  track  cable  is  slacked  off  lowering  the  bucket 
to  the  material  and  the  load  cable  is  then  hauled  in,  the 
bucket  being  drawn  into  the  material  tilling  as  it  goes. 
When  the  bucket  is  filled,  the  track  cable  is  hauled  taut 
raising  the  bucket  with  it.  The  travel  continues  until  the 
travel-block  comes  in  contact  with  a  stop  clamped  to  the 
track  cable  at  the  desired  dumping  point.  This  provides  a 
fulcrum  for  the  dump-chain,  which  passes  through  the 
sheaves  as  the  dump-block  attached  to  the  load  cable  con 
tinues  its  forward  movement,  drawing  the  rear  end  of 
the  bucket  upward  to  the  carrier  and  dumping  the  load. 

Low-End  Dump 

In  another  method  of  operating  a  dragline  bucket  on 
the  dragline  cableway  the  dumping  point  is  at  the  low  end 


of  the  inclined  track  cable.  In  this  arrangement,  the  rear 
ni  the  bucket  is  connected  to  the  rear  of  the  carrier  by  a 
hanging  chain.  I'.ridle  chains  arc  connected  to  the  front  end 
of  the  side  plates  of  the  bucket  and  an  operating  chain  is 
connected  to  the  top  of  the  bail  at  the  front  of  the  bucket. 
This  operating  chain  passes  over  and  engages  a  chain 
sprocket  wheel  mounted  at  the  front  end  of  the  carrier.  The 
sprocket  wheel  has  ratchet  wheels  on  each  side  which  engage 
two  pawls  that  are  pivoted  to  the  side  of  the  carrier  and 
arc'  connected  to  lever  arms  which  extend  from  the  pivot 
point  on  the  carrier  to  the  rear  and  outside  of  the  carrier. 
A  roller  is  provided  between  the  outer  end  of  these  lever 
arms  and  en.ua^es  a  dump  trolley  which  is  equipped  with  an 
i  icliued  dump  lever  and  is  secured  to  the  track  cable  at  the 
desiied  dumping  point.  To  meet  special  conditions,  this 
arrangement  sometimes  is  modified  and  a  traveler  block  pro- 
viilcd  to  operate  the  rearward  extending  arms. 

In  the  operation  of  this  type  of  bucket,  the  bucket  is 
lowered  at  the  point  of  excavation  by  slackening  the  tracK 
cable  until  the  bucket  comes  in  contact  with  the  material. 
A  pull  on  the  load  cable  draws  the  bucket  into  the 
material  and  after  it  is  filled  the  track  cable  is  tightened  and 
the  bucket  is  raised  clear  of  the  excavation.  When  the 
bucket  is  raised,  the  pawls  on  the  side  of  the  sprocket  en 
gage  with  the  ratchets  and  this  prevents  the  sprocket  from 
revolving  backward.  The  front  of  the  bucket  is  thus  pre 
vented  from  lowering  and  dropping  its  load.  The  loaded 
bucket  then  travels  by  gravity  down  the  inclined  track  cable, 
the  speed  of  travel  being  controlled  by  a  band  brake  at 
tached  to  the  drum  which  operates  the  load  cable.  When 
the  dumping  point  is  reached,  the  roller  on  the  rearward 
extending  arms  comes  in  contact  with  the  inclined  dump 
lever  of  the  dump  trolley,  forces  the  lever  downward  and 
disengages  the  pawls.  The  chain  sprocket  wheel  may  then 
revolve  and  the  material  is  dumped  by  simply  slacking  off 
the  load  cable. 

Other  Methods  of  Operation 

To  meet  special  working  conditions  a  carrier  having  both 
the  forward  end  and  the  low  end  dumping  arrangement  may 
be  used.  This  device  operates  at  either  end  in  the  same 
manner  as  cither  of  the  other  types,  but  requires  both  a 
front  and  rear  dumping-trolley  on  the  track  cable. 

In  another  type  of  slack-cable  dragline  cableway  the 
bucket  is  secured  directly  to  the  carriers  which  travel  on 
either  a  single  or  a  double  cableway — two  cables  stretched 
parallel  to  each  other.  The  cables  are  supported  on  towers 
and  are  so  arranged  on  the  hoisting  winch  that  they  may  be 
slacked  off  to  lower  the  bucket  to  the  material.  The 
bucket  is  so  designed  that  it  readily  digs  into  the  material  as 
it  is  hauled  forward.  When  the  bucket  is  filled  the  cables 
;ire  drawn  taut  and  the  load  cable  is  hauled  in  drawing  the 
bucket  to  the  dumping  point  where  the  load  is  automatically 
dumped  by  a  tripping  device. 

Power-Scraper 

The  power-scraper  is  a  type  of  cable  apparatus  adapted 
to  handling  loose  material,  such  as  coal,  ore,  sand  or  gravel 
in  storage,  or  for  handling  coarser,  harder  material  which 
has  first  been  broken  up  by  a  plow  or  by  other  means.  It 
may  also  be  used  for  excavation  and  filling  work  in  easily 
<!u'-t  materials,  or  for  stripping  overburden  from  gravel 
banks,  stone  quarries,  or  open  coal  or  ore  mines.  This  ap 
paratus  is  a  form  of  cableway  or  dragline  equipment  in  the 
operation  of  which  the  bucket  or  scraper  is  not  hoisted  but  is 
dragged  through  the  material  when  being  filled  and  is  hauled 
on  top  of  it  when  being  drawn  back  for  another  load.  It 
consists  of  a  load  cable  secured  to  the  bridle  chains  of  the 


256 


HOISTING   MACHINERY 


m 


Dragline  Scraper  Cablewa\    Handling  Coal  from  Storage  to  Power  House 


Dragline  Power  Scraper   Digging  and  Filling   in  a   Continuous  Operation 


Dragline  Scraper  Cableway  Digging  Sand  and  Gravel  from  Under  Water  and  Dumping  Into  Disposal  Bin 


CABLEWAYS 


257 


ElUElV/ATIOfsJ 

Semi-Gravity   Dragline   Cableway   with   Self -Supporting  Movable  Head  Tower  and  Bridle  Shifting  Cable  for  Levee 

Construction  Work.     Rigged  for  Forward-End   Dump 


1  A-l:ramc 

2  Guys 

3  Hopper 

4  Industrial   Car 

5  Track  to  Plant 
d  Movable  Toiler 

7  Tower  Shifting  Cable 


List  of  Parts. 

8  U'incli 

9  Track  Cable 

10  Load  Cable 

11  Bucket,   Digging 
lla  Bucket,  Dumping 

12  .Wot'dWr  Tail  Toiler 

13  Brirf/i-  Shifting  Cable 

\\\~     \ 


14  Hand  ll'inch 

15  Dump  Trolley 

16  Dump  Trolley  Cable 

17  Levee 

18  Levee  Enlargement 

19  Exhausted  Pit 

20  Borrow  Pit 


==    =i\\V=i\  = 


Semi-Gravity    Dragline   Cableway   with   Movable   Head   Tower  and    A-Frame  Tail   Tower   Handling   Clay  at   a   Brick  Plant. 
Rigged  for  Low-End  Dump  Into  Receiving  Hopper  for  Discharge  Into  Industrial  Carg 


258 


HOISTING    MACHINERY 


-I 


-5U 


Cable   Drag-Scraper   Installed   at   Coal   Storage   Plant  Dragline  Scraper  Cableway  Excavating  from  River  Bed 


ENCLOSED     DRIVE 


Cross    Section   Showing   Construction   of   Cable   Scraper   with  Hopper,  Elevator  and   Conveyor  for  Distributing  Coal 


Cable  Dragline  Scraper  Cableway  Operating  Bottomless  Scraper  in  Sand  and  Gravel 


CABLEWAYS 


259 


drag  scraper  or  bucket ;  a  pull-back  cable  secured  to  the  rear- 
of  the  bucket;  and  two  lead-blocks  secured  to  slakes  or 
other  supports  anchored  in  the  ground  at  suitable  points 
on  the  far  side  of  the  area  served.  Both  the  load  cable 
and  the  pull-back  cable  are  wound  on  a  two-drum  winch 
which  usually  is  located  at  one  side  of  the  area  containing 
the  material  to  be  handled.  This  winch  may  be  operated 
by  steam,  gasoline,  or  electric  power. 

The  load  cable  either  leads  through  sheaves  on  the  winch 
frame  or  directly  from  the  front  drum  of  the  winch  to  the 
front  or  bridle  chains  on  the  scraper.  The  pull-back  cable 
leads  from  the  rear  drum  of  the  winch  through  a  guide 
block  located  so  that  the  cable  will  wind  properly  on  the 
drum.  The  cable  then  passes  through  two  other  guide 
blocks  located  in  the  rear  of  the  scraper  at  the  far  side  of 
the  excavation  and  is  brought  to  the  rear  chains  of  the 
scraper  and  attached.  The  rear  guide  blocks  are  usually  set 
from  50  ft.  to  ISO  ft.  apart  and  one  of  them  is  attached  to 
a  block  tackle.  By  either  slacking  off  or  hauling  in  on  this 
tackle  the  line  of  operation  of  the  scraper  may  be  shifted  to 
any  intermediate  position  between  the  two  rear  guide  blocks. 

The  scraper  is  a  bottomless  type  of  dragline  bucket  open 
at  the  front  and  having  a  runner  frame  which  is  equipped 
with  digging  teeth  and  a  cutter  edge.  The  cutter  edge  is 
pivoted  and  adjustable  which  makes  it  possible  to  adjust  the 
angle  of  it  so  that  the  greatest  efficiency  may  be  obtained  in 
excavating  and  handling  various  kinds  of  materials.  It  is 
so  designed  that  the  cutter  edge  becomes  inoperative  after 
the  scraper  is  filled  with  material  thus  saving  considerable 
power  as  the  loaded  scraper  is  pulled  to  the  dumping  point. 
When  the  scraper  reaches  the  dumping  point,  the  pull-back 
cable  is  put  into  operation  and  this  draws  the  scraper  away 
from  the  material  and  back  to  the  digging  point.  The  run 
ner  frame  has  a  pivoted  connection  to  the  scraper  body  and 
this  allows  it  to  ride  over  stones  or  other  obstructions  which 
may  be  in  the  path  of  the  scraper  when  it  is  drawn  back 
ward  instead  of  expending  power  to  force  the  scraper 
through  or  to  push  the  obstructions  to  one  side. 

In  the  operation  of  this  machine,  starting  with  the  scraper 
at  the  digging  point,  the  operator  disengages  the  friction  of 
the  rear  drum  and  throws  in  the  friction  of  the  front  drum. 
This  puts  the  load  cable  in  operation  which  pulls  the  scraper 
forward  and  causes  the  cutter  edge  to  dig.  The  material 
thus  loosened  fills  in  between  the  two  side  plates  of  the 
scraper  and  the  loaded  scraper  is  then  hauled  over  the 
ground  to  the  dumping  point.  The  operator  then  disengages 
the  front  drum  and  throws  in  the  friction  of  the  rear  drum 
putting  the  pull-back  cable  in  operation  and  drawing  the 
scraper  to  the  rear.  The  scraper,  being  of  the  bottomless 
type,  is  readily  drawn  away  from  the  load  and  back  to  the 
digging  point,  practically  no  time  being  lost  in  the  dump 
ing  operation. 

By  installing  the  front  sheaves  on  an  elevated  frame  or 
tower  the  power-scraper  type  of  cableway  may  be  utilized 
to  draw  material  up  an  inclined  runway  and  deposit  it  in  a 
hopper.  From  the  hopper  it  may  be  dumped  into  a  rail 
road  car  or  on  a  conveyor  and  disposed  of  as  desired.  It 
may  also  be  used  to  bring  material  within  reach  of  a  drag 
line  cableway  excavator.  In  this  case,  a  duplex  power- 
scraper  should  be  used  and  the  rear  sheave  blocks  mounted 
on  a  bridle-cable  which  will  permit  a  change  in  the  line  of 
operation  by  simply  shifting  the  guide-block  attachments  on 
the  cable.  With  this  rigging,  as  one  scraper  is  drawn  for 
ward  with  its  load  the  other  scraper  travels  back  to  the 
digging  point. 

In  the  operation  of  the  power  scraper  the  loaded  scraper 
may  travel  at  an  approximate  speed  of  200  ft.  per  min.  and 
the  empty  scraper  may  travel  back  to  the  digging  point  at 


a  speed  ranging  upward  to  600  ft.  per  min.  The  amount  of 
material  that  may  be  handled  per  hour  depends  upon  the 
length  of  the  haul  or  cable  span  which  may  be  upward  to 
about  1,000  ft. ;  the  scraper  capacity  ranging  from  about  J/$ 
cu.  yd.  to  2  cu.  yd.  or  larger;  and  the  class  of  material  be 
ing  handled 

Power-Scraper  Cableway 

The  power-scraper  cableway  is  a  combination  of  the  slack 
track  cable  and  the  cable  dragline  scraper.  The  scraper 
is  suspended  on  a  carrier  traveling  on  the  track  cable,  which 
can  be  raised  or  lowered  by  a  tension  cable  mechanism.  A 
two-drum  hoist  is  used  to  operate  this  machine,  the  front 
drum  operating  the  load  cable  and  the  rear  drum  the  tension 
mechanism.  When  the  track  cable  is  raised  and  pulled  taut 
ever  the  top  of  the  mast  or  tower,  the  carrier  and  the 
scraper  travel  by  gravity  down  the  inclined  cable.  When 
the  digging  point  is  reached  the  track  cable  is  slackened  and 
thus  the  scraper  is  lowered  to  the  material.  The  load  cable 
is  then  put  in  operation  pulling  the  scraper  forward  so 
that  it  digs  its  load,  and  it  is  then  pulled  over  the  ground  to 
the  dumping  point.  The  track  cable  is  then  again  tightened 
and  the  scraper  is  drawn  away  from  the  load  and  is  raised 
off  the  ground  sufficiently  to  return  by  gravity  to  the  dig 
ging  point. 

This  apparatus  is  designed  to  handle  the  same  classes  of 
materials  as  the  power-scraper  but  has  a  considerably 
greater  capacity.  Because  of  the  cost  of  the  towers,  tracks, 
etc.,  this  type  is  not  an  economical  one  where  only  a  small 
amount  of  material  is  to  be  handled ;  therefore,  the  power- 
scraper  cableway  should  be  installed  only  where  a  large 
amount  of  material  must  be  moved. 

Cable  Drag-Scraper 

The  cable  drag-scraper  is  a  type  of  dragline  cable  ap 
paratus  used  chiefly  at  power  plants  for  handling  coal  from 
railroad  cars  into  storage  and  for  reclaiming  it  when  de 
sired  for  use.  To  install  this  apparatus  a  series  of  posts  is 
set  around  the  sides  and  rear  of  the  storage  space — which 
may  be  of  any  desired  shape.  A  chain-bucket  elevator  is 
placed  in  a  tower  at  the  front  or  railroad  side  of  the  stor 
age  space.  This  tower  has  a  discharge  chute  projecting 
over  the  storage  area  and  a  combined  receiving  hopper,  re 
claiming  hopper,  and  elevator  pit  is  located  under  the 
elevator  tower  and  the  adjacent  railroad  tracks.  A  single 
haulage  or  drag  cable  is  reeved  through  sheaves  or  tail- 
blocks  attached  to  any  two  of  the  posts  on  the  sides  or  rear 
of  the  storage  space  and  passes  through  sheaves  on  two  front 
posts  located  near  the  elevator  tower  and  thence  to  the 
drums  of  a  haulage  winch  located  in  a  nearby  machinery 
house  which  also  serves  as  a  shelter  for  the  operator.  The 
scraper,  which  is  an  open-end  and  practically  bottomless 
form  of  dragline  bucket,  is  attached  to  one  side  of  the 
drag  cable  and  is  thus  dragged  back  and  forth  over  the 
storage  area  as  the  cable  runs  through  the  sheaves  on  the 
posts. 

The  coal  is  received  in  railroad  cars  and  is  dis 
charged  into  the  receiving  hopper  below  the  tracks.  The 
bucket  elevator  then  picks  up  the  coal  and  delivers  it  down 
the  chute  to  one  side  of  the  storage  space,  forming  an 
initial  pile  within  reach  of  the  cable  drag-scraper.  The 
scraper  is  then  dragged  back  and  forth  over  the  coal  and 
distributes  it  over  the  storage  space.  To  reclaim  the  coal 
from  storage  for  use,  the  scraper  is  reversed  on  the  cable 
and  the  coal  is  scraped  back  to  the  reclaiming  hopper  and 
delivered  to  the  bucket  elevator,  which  may  be  arranged  to 
discharge  the  coal  either  to  railroad  cars  or  to  a  conveyor 
running  to  a  bin  or  bunker  in  the  boiler  house. 


HOISTING  MACHINERY 


Logging   Cableway   Skidding   Logs   Across    Flat   Country 


Logging   Cableway   Skidding   Logs   Uphill    (Top)    and   Downhill    (Bottom) 


Logging  Cableway  Skidding  Logs  in  Relays  Over  Hilly  Country 


Logging  Cableway  Using  Growing  Timber  for  Supports 


CABLEWAYS 


261 


2-Whcel    Plalc    Carrier 


2-Whcel   Bar-Frame   Carrier 


3-Wheel    Bar-Frame    Carrier 


2-Whecl   Carrier.     Forward    and    Low-End    Dump 


l-Wheel    Bar-Frame   Carrier   with   Rocker   Wheel    Frames 


Cable  Carriage  with  Rope  Trolley  Carrier  Horn 


Horizontal  Cable  Carriage 


262 


HOISTING  MACHINERY 


Single-Rope  Cableway  with  Pull-Back  Line  and  Counterweight 


-J 


Double-Rope  Cable  Tramway  Equipped  with   Tram-Cars 


- 


X&    5 


Stacking  Tramway  Showing  Method  of  Extending  Bridge 


Reversible  Cable  Tramway  with  Self-Dumping  Bucket 


CABLEWAYS 


263 


A  drag-scraper  will  handle  either  run  of  mine  coal  or  a 
crusher  may  be  placed  in  the  pit  and  the  coal  crushed  for 
stoker  use.  In  the  winter  when  the  coal  becomes  frozen, 
large  lumps  can  be  dragged  by  the  scraper  directly  to  the 
track  hopper  and  thence  to  the  crusher  and  broken  up  so 
that  it  may  be  handled  by  the  elevator  and  conveyor. 

Cable  apparatus  of  this  type  has  a  handling  capacity  of 
from  50  to  100  tons  of  coal  per  hour  depending  upon  the 
size  of  scraper  used  and  the  length  of  haul  required. 

Another  type  of  power-scraper  cable  apparatus  emlxxlies 
the  general  principle  of  the  taut  suspension  cable  and  the 
endless-rope  traction  to  which  is  added  a  bucket  or  scraper 
device  for  scraping  and  automatically  dumping  the  material. 
The  supports  for  the  track  cable  may  be  of  the  traveling- 
tower  type  similar  to  the  head  tower  used  on  other  cable- 
ways,  but  a  light,  portable  A-frame  which  may  readily  be 
moved  may  be  used  for  the  tail  tower. 

The  winch  for  operating  the  apparatus  is  mounted  at  the 
base  of  the  head  tower.  It  generally  is  of  the  three-drum 
tandem  type  fitted  for  operating  !>oth  the  scraping  and  the 
dumping  lines.  The  automatic  dumping  operation  is  ef 
fected  by  a  dumping  line  which  is  fastened  to  the  rear  of 
the  scraper  and,  passing  through  a  pulley  at  the  top  of  the 
hoisting  bail,  is  secured  to  the  scraping  line  a  suitable  dis 


tance  from  the  end  of  the  bail.  When  digging  the  material, 
the  bail  to  which  the  hoisting  line  is  fastened  lies  loosely 
on  the  scraper  and  hence  there  is  no  tension  on  the  dumping 
line.  After  the  scraper  is  filled  and  is  hoisted  this  line  is 
shortened  as  the  hoisting  bail  is  raised  and  then,  by  winding 
up  the  scraping  line,  the  rear  of  the  scraper  is  tilted  and  its 
contents  discharged.  With  the  use  of  the  endless-rope  all 
the  movements  of  the  carriage  are  under  control  and  the 
material  can  be  taken  up  or  deposited  at  any  point. 

I ''or  excavation  work  where  the  use  of  towers  may 
not  be  practicable,  a  derrick  may  be  substituted  for  the 
head  tower  by  using  a  separate  line  to  drag  the  bucket 
or  scraper  to  the  opposite  end  of  the  span  where  a 
sheave-block,  through  which  to  reeve  the  outhaul  line 
may  be  arranged  to  move  in  either  direction  so  as  to 
cover  the  entire  width  of  the  excavation. 

With  this  equipment,  the  material  can  be  conveyed  to 
cither  side  of  an  excavation  and  automatically  dumped. 
It  is  adapted  for  excavating  sewers,  canals,  or  cellars,  and 
when  required  the  material  can  be  loaded  direct  on  cars 
or  wagons  for  removal.  It  may  be  rigged  to  excavate 
in  the  direction  parallel  to  the  track  cable  or,  by  placing 
suitable  sheaves  or  blocks  at  either  side  of  the  area 
being  excavated,  it  may  be  operated  at  right  angles. 


Cable  Tramways 


The  cable  tramway — or  aerial  tramway,  as  it  is  termed — 
is  used  to  transport  materials,  such  as  coal,  ore,  sand,  gravel 
or  cement,  that  may  readily  be  carried  in  buckets,  or  it  may 
be  used  for  handling  logs,  lumber,  or  other  materials  with 
the  aid  of  suitable  handling  devices.  It  is  also  possible 
to  carry  at  the  same  time  on  one  line  several  kinds  of 
material,  such  as  ore,  logs,  and  timbers.  This  type  of 
equipment  is  of  substantially  the  same  design  as  the  sus 
pension  cableway,  the  chief  difference  being  that  instead 
of  using  the  single-span,  typical  of  the  suspension  cable- 
way,  the  tramway  cables  generally  are  of  much  greater 
length  and  are  supported  at  each  end  by  terminal  towers 
or  stations  and  at  intermediate  points  by  trestles. 

Track  Cables 

Cable  tramways  ordinarily  have  two  parallel  stationary 
track  cables  stretched  taut  between  the  two  terminal  sta 
tions.  One  side  of  the  tramway  is  generally  used  entirely 
for  carrying  the  load  and  the  track  cable  on  this  side 
usually  is  of  larger  diameter  than  that  on  the  side  which 
carries  the  empty  receptacles.  Both  cables  are  attached 
to  swivels  in  the  terminal  stations  so  that  they  may  be 
turned  at  regular  periods,  the  wear  on  the  cable  thus  being 
distributed  around  its  entire  circumference. 

The  cables  are  supported  on  intermediate  towers  or 
trestles  constructed  of  wood  or  steel  and  varying  in  height 
according  to  the  character  of  the  ground.  The  distance 
between  towers  varies  from  SO  ft.  up  to  several  thousand 
feet,  depending  upon  the  contour  of  the  tramway  route. 
Generally  the  cables  rest  on  saddles  placed  on  the  top 
of  the  towers  thus  eliminating  much  of  the  wear  and 
prolonging  the  life  of  the  ropes.  Where  the  individual 
loads  are  heavy,  and  the  tonnage  carried  is  great,  a  rock 
ing  saddle  is  sometimes  used  to  ease  the  action  of  the  car 
riers  as  they  travel  over  the  track  cable  at  the  towers. 

To  further  reduce  the  wear  and  to  permit  free  move 
ment  of  the  track  cables,  they  are  kept  taut  by  tension 
weights.  The  cables  are  anchored  at  one  end — preferably 
at  the  higher  elevation  to  take  advantage  of  the  weight 
of  the  cable  itself — while  at  the  other  end  they  are 


attached  to  chains  or  ropes  which  pass  over  sheaves  from 
which  tension-weight  boxes  are  suspended.  These  boxes 
are  loaded  with  weights,  the  total  weight  being  determined 
by  the  size  and  strength  of  the  track  cables  used  and 
the  load  to  be  carried.  These  weights  rise  and  fall  with 
the  varying  sag  of  the  track  cable,  due  to  the  number 
and  weight  of  the  carriers  and  to  the  expansion  or  con 
traction  of  the  cables  caused  by  changes  in  temperature. 
\Yhere  conditions  arc  such  that  weights  cannot  readily 
be  installed  a  take-up  block  or  tackle  may  be  used. 

When  the  distance  between  the  two  terminal  stations  is 
very  great — exceeding  1  to  \}A  miles — or  the  grades  are 
very  severe,  an  intermediate  tension  station  is  installed.  At 
this  point  the  track  cables  are  parted,  one  end  being 
attached  to  a  fixed  anchorage  and  the  other  end  to  a 
tension  gear  similar  to  that  used  at  the  terminal  stations. 
This  prevents  the  excessive  stresses  developed  in  a  cable 
of  great  length.  A  section  of  overhead,  rail  is  used  with 
this  arrangement  to  connect  the  track-cable  ends. 

Where  the  tramway  line  passes  over  the  crest  of  a  hill 
or  mountain  range,  and  the  contour  is  such  as  to  require 
towers  spaced  too  closely  together,  a  breakover  or  a  rail 
station  is  generally  used,  instead  of  the  ordinary  tower, 
to  prevent  excessive  wear  of  the  track  cables  at  that  point. 
The  rail  station  consists  of  a  series  of  bents  or  trestles 
supporting  two  parallel  steel  rails  curved  to  a  large  radius 
and  over  which  the  carriers  travel  instead  of  on  the  track 
cable.  At  such  points  the  track  cables  either  may  be  cut 
and  the  ends  anchored  separately,  or  they  may  continue 
through  the  station  underneath  the  rail. 

Traction  Cable 

The  traction  cable  by  means  of  which  the  load  is  hauled 
on  the  track  cable  is  spliced  endless  and  passes  around 
horizontal  sheave  wheels  of  large  diameter  located  at  the 
terminal  stations.  Under  severe  conditions  either  the 
number  of  grooves  in  the  sheave  and  turns  of  the  cable 
around  the  sheave  is  increased  or  an  automatic  grip-wheel 
is  substituted.  The  grip-wheel  is  so  designed  that  the 
harder  the  pull  on  the  traction  cable,  the  more  firmly  the 


264 


HOISTING   MACHINERY 


Attaching 
Cable  Tramway — Carrier  Attaching  and  Detaching  Device 


Detaching 


Cable  Tramway — Carrier  Detaching  Device   at  Discharge  Terminal 


Cable  Tramway — Carrier  Attaching  Device  at  Loading  Terminal 


CABLEWAYS 


265 


•>.  £ 


266 


HOISTING    MACHINERY 


Friction  Grip 


Tray-Carrier 


' 


Friction  Grip 


Bucket     Carrier     with 
Friction  Grip 


Liquid  Carrier  with  Com 
pression    Grip 


Log    Carrier   with   Two-Compression   Grips 


Bale   Carrier    with    Over 
head    Grip 


Bucket  Carrier  with  Fric 
tion    Grip 


Cordwood    Carrier 


Cable     Protector-Saddle 


Rocking    Cable    Saddle 


CABLEWAYS 


267 


cable  is  gripped,  and  thus  slipping  of  the  cable  is  pre 
vented.  During  the  operation  of  the  tramway  the  traction 
cable  is  usually  supported  by  the  grips  on  the  carriers, 
but  when  a  portion  of  the  line  is  free  from  carriers  the 
traction  cable  is  supported  by  rollers  placed  on  the  towers, 
far  enough  below  the  track  cables  to  allow  the  carriers 
to  clear  them.  These  rollers  vary  in  diameter  according 
to  the  pressure  imposed  upon  them,  thus  insuring  maximum 
service  from  the  traction  cable. 

Where  the  length  and  capacity  of  the  tramway  and  the 
conditions  of  land  profile  are  such  as  to  require  an  excess 
ively  large  traction  cable  the  tramway  is  usually  divided 
into  two  or  more  sections,  each  being  a  complete  unit  in 
itself.  In  such  cases  the  carriers  are  detached  from  the 
traction  cable  and  are  transferred  from  one  section  to 
the  other  over  an  overhead  rail  connection.  When  rail 
stations  are  necessary  the  endless  traction  cable  need  not 
be  cut  but  may  continue  through  the  station  supported  by 
rollers  or  sheaves  secured  to  the  structure. 

An  aerial  tramway  does  not  always  require  power  for 
the  operation  of  the  traction  cable  as,  when  there  is  suffi 
cient  fall  between  the  loading  and  discharge  stations,  the 
loaded  carriers  going  down  on  one  side  will  pull  the 
empty  carriers  up  on  the  opposite  side.  When  it  is  nec 
essary  to  have  a  driving  gear,  it  should  be  placed  at  the 
terminal  at  the  higher  elevation.  This  gear  usually  consists 
of  one  or  more  grooved  sheave  wheels — around  which  the 
;ndlcss  traction  cable  passes — attached  to  a  vertical  or  a 
lorizontal  shaft  and  driven  through  a  lev'el  gear  and 
pinion  by  a  steam  engine  or  any  other  available  pourr. 
The  shaft  of  the  sheave  wheel  at  the  opposite  terminal 
Jtation  structure,  and  is  then  connected  to  the  crosshead, 
horizontal  guides.  A  suspended  weight  is  attached  to  a 
chain  or  a  rope  which  passes  over  a  sheave  fixed  to  the 
station  structure,  and  is  then  connected  to  the  crossbead, 
the  weight  thus  maintaining  a  constant  tension  in  the 
traction  cable.  When  the  loaded  carriers  travel  down 
grade,  and  the  resulting  pull  of  the  descending  carriers 
exceeds  that  of  the  ascending  ones,  no  power  is  necessary 
and  the  line  works  by  fore?  of  gravity.  The  surplus 
power  thus  developed  is  absorbed  and  the  travel  of  the 
load  is  controlled  by  suitable  brakes  operated  by  levers ; 
by  hydraulic  controllers ;  or  by  air  compressors. 

To  secure  the  best  results  from  the  cable  tramway 
system  in  handling  loose  materials  in  buckets,  the  material 
to  be  transported  should  be  brought  to  the  loading  station 
and  dumped  into  a  small  bin  or  hopper,  from  which  it  may 
be  transferred  to  the  tramway  buckets.  In  cases  where  it 
is  impracticable  to  load  the  material  through  a  bin  the 
buckets  may  be  made  detachable  from  the  carriers  and  be 
taken  to  the  material  either  on  small  cars,  or  on  wheels 
attached  directly  to  the  buckets.  Another  method  some 
times  used  is  to  detach  the  buckets  from  the  traction  cable 
and  to  run  them  to  the  desired  point  on  shunt  rails  leading 
from  the  terminal. 

Carriers 

The  carriers  from  which  the  material  handling  devices 
are  suspended  travel  over  the  track  cables,  being  moved 
by  a  friction-grip  and  the  endless  traction  cable  which  is 
placed  below  the  track  cables  and  passes  around  sheaves 
at  the  terminals.  These  carriers  are  distributed  on  the 
track  cable  at  regular  intervals,  according  to  the  quantity 
of  material  to  be  transported.  Usually  they  move  in  a 
circuit  between  the  loading  and  discharge  terminal  sta 
tions,  the  loaded  one  always  traveling  on  one  side  of  the 
line,  while  the  empties  return  on  the  parallel  cable  on  the 
opposite  side.  The  carriers  are  equipped  with  material 


handling  acces>ones  made  in  various  designs  to  suit  the 
particular  class  of  material  to  be  transported.  Bucket 
carriers  which  arc  used  for  ore,  coal,  and  similar  materials 
are  usually  of  the  self-dumping  turnover  type  and  are  made 
in  capacities  ranging  from  4  cu.  ft.  to  20  cu.  ft.,  the  capacity 
depending  upon  the  weight  of  the  material  and  the  tonnage 
it  is  desired  to  transport.  Various  other  devices,  such  as 
slings,  grab-hooks,  tongs,  and  grapples,  are  also  used  to 
handle  st.me,  lumber,  logs,  etc.  Tanks  for  carrying  liquids 
have  also  been  used  in  some  localitic-. 

The   Friction-Grip 

The  friction-grip  system  of  attaching  or  detaching  the 
carriers  is  largely  used  on  aerial  tramways  of  the  contin 
uous  double-cable  type.  The  friction-grip,  which  is 
secured  to  the  hanger  of  the  carrier,  is  provided  with 
movable  jaws  for  gripping  the  traction  cable,  the  jaws 
being  opened  and  closed  by  a  lever  arm.  The  grip  mech 
anism  consists  of  a  short  shaft  on  which  are  cut  both 
coarse  and  fine  pitch  threads  or  opposite  leads.  This  shaft 
passes  through  the  two  movable  jaws  which  have  cor 
responding  threads  and  this  forms  the  clamp  by  which 
the  traction  cable  is  gripped.  The  shaft  also  passes  through 
a  bearing  on  the  carrier  and  on  one  end  of  the  shaft  is 
keyed  a  double  lexer  which  at  its  upper  end  carries  a 
disk-shaped  weight,  free  to  revolve  on  a  pin. 

In  the  operation  of  this  device  a  downward  movement  of 
the  lever  causes  the  shaft  to  revolve  and  the  coarse  thread 
engages  the  inner  jaw.  This  closes  the  clamp  until  both 
jaws  are  in  contact  with  the  rope  when  the  effect  of  the 
coarse  thread  on  the  inner  jaw  ceases.  The  further 
turning  of  the  shaft  by  downward  pressure  on  the  lever 
causes  the  outer  jaw  with  the  fine  thread  to  continue  its 
motion  and  thus  clamp  the  cable  tightly. 

An  important  feature  of  this  type  of  grip  is  that  it  auto 
matically  adjusts  itself  to  any  variation  in  the  diameter  of 
the  traction  cable  due  to  wear  or  to  splices.  As  the  rope 
wears,  the  lever  arm  turns  farther  around  on  the  fine  thread, 
thereby  bringing  the  gripping  jaws  close  together.  Thus 
from  a  position  of  the  lever  arm  at  25  deg.  above  the 
horizontal,  to  a  position  at  25  deg.  below,  a  wear  of 
approximately  1/16  in.  in  the  diameter  of  the  traction 
cable  can  be  taken  up.  When  the  wear  on  the  cable  has 
progressed  so  that  the  attaching  lever  arm  reaches  a  posi 
tion  of  more  than  25  deg.  below  the  horizontal,  it  can 
again  be  thrown  up  into  the  initial  adjustment  by  the  use 
of  an  adjusting  nut.  In  this  way,  a  wear  of  ^  in.  or 
more  may  be  taken  up  without  difficulty  and  without 
changing  any  of  the  parts  in  the  grip. 

To  place  a  carrier  in  service  it  is  brought  to  the  attach 
ing  point  in  the  terminal  station  where  a  slight  dip  or 
incline  in  the  station  rail  serves  to  accelerate  the  movement 
of  the  carrier  to  approximately  the  same  rate  of  speed  as 
the  traction  cable  and  also  to  bring  the  cable  into  position 
between  the  friction-grip  jaws  when  the  carrier  reaches 
the  lowest  point  in  the  rail.  Simultaneously  the  revolving 
weight  on  the  lever  arm  of  the  friction-grip  rolls  up  an 
inclined  guide  until  the  operating  lever  assumes  a  vertical 
position  and  the  grip  jaws  are  closed  on  the  cable.  The 
action  of  the  coarse  thread  on  the  shaft  or  spindle  of  the 
grip  then  ceases  and  the  actual  gripping  power  is  exerted 
by  the  fine  threads  as  the  lower  end  of  the  grip  lever  strikes 
a  stop  and  completes  the  lever  movement. 

In  the  operation  of  the  friction-grip  system  it  is  necessary 
to  detach  the  carriers  from  the  traction  cable  at  both  the 
loading  and  discharge  terminal  stations  and  this  is  done  by 
a  detaching  device,  located  near  the  front  of  the  terminal. 
As  a  carrier  enters  the  loading  station,  it  passes  from  the 


268 


HOISTING    MACHINERY 


03 

8 


^rA*i  ' 
1 


5 
•3 

a 
o 


•'       ,'-•-  - 

.-        .  •    :, 


CABLEWAYS 


269 


stationary  track  cable  to  the  track  rail,  where  the  detaching 
device  engages  the  roller  on  the  lever  arm,  pushing  up  the 
lever  and  automatically  detaching  the  grip  from  the  trac 
tion  cable.  Usually  the  carrier,  by  its  own  momentum, 
will  continue  to  the  loading  point  but  if  the  distance  is 
too  great  it  may  be  pushed  by  hand. 

The  compression  type  of  grip  is  also  extensively  used  on 
aerial  tramways.  This  device  is  designed  so  that  when 
the  carrier  is  pushed  down  the  rail  incline  at  the  attaching 
point  a  roller  on  the  grip  lever-arm  is  brought  into  con 
tact  with  an  attaching  guide.  This  guide  pushes  the  lever 
downward  as  the  carrier  moves  forward  and  causes  a 
gradually  increasing  compression  of  the  grip  jaws  on  the 
traction  rope.  After  passing  out  of  the  attaching  device, 
the  lever  arm  remains  locked  until  the  roller  comes  in 
contact  with  the  detaching  device  at  the  discharge  terminal 
or  at  the  loading  terminal  after  making  a  complete  circuit 
through  the  discharge  terminal.  The  detaching  device 
causes  an  upward  movement  of  the  grip  lever-arm  and 
thus  releases  the  jaws  from  the  traction  rope.  The  car 
rier  may  then  be  removed  for  loading  if  desired. 

On  some  tramways,  in  order  to  secure  necessary  clear 
ances,  it  is  desirable  to  place  the  traction  rope  above  the 
track  cable  and  in  such  cases  an  overhead  type  of  com 
pression  grip  is  used.  This  device  is  an  integral  part  of 
the  carrier,  the  weight  of  which  automatically  acts  as  the 
gripping  force  and  clamps  the  grip  jaws  on  the  traction 
rope.  An  underhung  modification  of  this  type  of  grip  is 
also  used.  Like  the  overhead  type  its  operation  is  de 
pendent  on  the  weight  of  the  carrier  from  which  it  is 
suspended. 

Terminal  Stations 

At  the  terminal  stations,  which  arc  located  at  each  end 
of  the  tramway,  the  track  cables  are  connected  by  an  over 
head  rail  which  forms  a  terminal  loop,  and  over  which 
the  carriers  travel  when  passing  through  the  station. 
This  rail  is  supported  about  7  ft.  to  9  ft.  above  the 
terminal  floor  to  permit  sufficient  headroom  for  free  move 
ment  underneath  and  it  is  arranged  to  co-ordinate  with  the 
terminal  arrangements  consisting  of  switches,  crossings, 
rail-shunts  and  rail  extensions.  Some  form  of  receiving 
hopper  or  bin  is  usually  built  in  the  loading  terminal.  For 
loading  ore,  coal,  sand,  and  similar  materials,  these  bins 
arc  ordinarily  fitted  with  under-cut  chutes,  which  allow 
the  material  to  pass  directly  into  the  buckets.  At  the  dis 
charge  or  unloading  terminal  the  cables  pass  around  large 
sheave  wheels  but,  as  at  the  loading  terminal,  the  carriers 
pass  from  the  cable  to  a  rigid  rail.  For  handling  material 
with  buckets  a  discharge  hopper  is  usually  built  into  this 
terminal  and  the  dumping  device  is  so  located  that  the 
material  may  be  discharged  directly  into  the  hopper.  The 
loading  and  unloading  of  miscellaneous  goods  and  material 
is  performed  by  hand. 

When  it  is  desired  to  dump  ore,  sand,  stone,  refuse,  tail 
ings  or  similar  materials  at  a  point  between  the  terminal 
stations  a  tripping-frame  is  attached  to  the  track  cable  at 
the  desired  dumping  point.  This  device  may  be  moved 
to  any  point  along  the  line  and  automatically  unlatches  the 
buckets  while  they  continue  in  motion.  In  such  cases,  the 
terminal  station  at  the  far  end  may  be  built  to  allow  the 
carriers  to  pass  around  the  large  horizontal  sheave  and 
return  to  the  loading  station  without  being  detached  from 
the  traction  cable. 

When  desired,  intermediate  loading  or  discharge  sta 
tions,  may  be  installed  at  one  or  more  places  along  the 
line,  without  in  any  way  affecting  the  operation  of  the 


tramway.     In  this  manner  the  products  of  other  mines  or 
manufacturers  may  he  handled  to  advantage. 

Limited  Service  Tramways 

The  larger  types  of  tramways  usually  are  equipped  with 
a  number  of  carriers  which  are  designed  to  carry  any  of 
the  various  types  of  slings,  hooks,  or  grapples,  or  auto 
matic  grab-buckets,  bottom-dump  buckets  or  turnover 
buckets.  However,  for  a  somewhat  limited  service  smaller 
tramways  are  often  equipped  with  the  two  parallel  track 
cables  but  with  only  two  buckets ;  or  with  a  single  track 
cable  and  a  single  bucket.  Where  the  incline  is  sufficient 
and  the  carriers  are  loaded  only  on  the  downward  trip 
these  tramways  may  be  operated  by  gravity  alone,  but,  to 
permit  service  in  either  direction  a  power  plant  is  required. 

Two-Bucket   System 

The  two-bucket  tramway  system,  as  the  name  implies,  con 
sists  of  two  buckets  suspended  on  carriers  operating  back 
and  forth  upon  separate  parallel  stationary  track  cables. 
They  are  operated  and  controlled  by  the  endless  traction 
rope  and  are  spaced  so  that  when  the  bucket  on  one  side  of 
the  line  is  at  the  loading  station,  the  second  bucket  on 
the  opposite  side  will  be  at  the  discharge  station. 

\Yhen  the  fall  or  incline  of  the  tramway  cable  is  suffi 
cient,  the  two-bucket  system  will  operate  by  gravity,  the 
loaded  bucket  going  down  on  one  side  pulling  the  empty 
bucket  back  up  to  the  loading  point.  When  power  is 
required  to  operate  the  tramway  it  can  readily  be  applied 
at  the  loading  station  in  the  form  of  a  gasoline  or  a  steam 
engine,  or  an  electric  motor. 

The  two-bucket  system  is  -  especially  adapted  to  the 
transportation  of  ore,  sand,  gravel,  clay  and  similar  mate 
rials.  It  also  is  an  economical  method  of  disposing  of 
waste  rock,  coal  slack,  earth,  etc.,  the  buckets  being  dumped 
automatically  while  in  the  air  by  aerial  trips.  Owing  to 
the  fact  that  there  are  only  two  buckets  in  transit  this 
system  is  somewhat  limited  as  to  capacity,  which  is  in 
versely  proportional  to  the  length  of  haul  required. 

In  a  typical  installation  at  the  plant  of  a  brick  manu 
facturing  company  two  tramways  of  the  two-bucket  type 
are  used  for  transporting  sand  from  the  bank  to  the  plant. 
One  of  these  tramways  is  1,400  ft.  in  length  and  has  a 
capacity  of  20  tons  per  hour.  The  other  is  500  ft.  long 
with  a  capacity  of  35  tons  per  hour.  At  the  loading  sta 
tions  wheeled  scrapers  are  used  to  bring  the  sand  to  the 
loading  bin  from  which  the  tramway  buckets  are  filled. 
At  the  discharge  stations  the  buckets  are  tripped  auto 
matically  and  the  sand  is  dumped  into  a  bin  from  which  it 
is  taken  for  use  in  the  plant. 

A  special  application  of  the  two-bucket  system  is  in  use 
at  the  plant  of  another  brick  company.  The  buckets  on 
this  tramway  arc  made  detachable  from  the  hangers  and 
are  equipped  with  wheels.  At  the  loading  station  they 
are  detached  and  run  out  into  clay  pits,  where  they  are 
loaded  by  a  steam  shovel.  At  the  discharge  end  the 
buckets  are  not  detached,  the  clay  being  automatically 
dumped  on  the  floor  in  front  of  the  dry  pans.  This  type 
of  tramway  requires  a  number  of  extra  buckets  in  order 
to  have  a  supply  in  the  pit  while  others  are  in  transit. 

In  another  installation,  a  two-bucket  gravity  tramway 
900  ft.  in  length  is  used  to  bring  coal  down  from  the  mine 
to  the  tipple  at  the  railroad  tracks.  This  tramway  has  a 
fall  of  430  ft.  between  the  loading  and  discharge  stations 
and  one  intermediate  supporting  tower  is  used.  It  has  a 
capacity  of  45  to  50  tons  per  hour.  The  coal  is  brought 


270 


HOISTING    MACHINERY 


CABLEWAYS 


271 


in  cars  from  the  mine  to  the  loading  station  of  the  tramway, 
where  it  is  weighed  and  transferred  into  a  hopper  and 
then  into  the  tramway  buckets  to  be  carried  down  the 
mountainside  and  discharge  into  shaker  screens  located  at 
the  tipple. 

Single   Bucket   System 

The  single  bucket  system  is  a  modification  of  the  two- 
bucket  system.  Hut  one  bucket  is  used,  which  operates 
back  and  forth  on  a  single  stationary  track  cable  and  is 
controlled  by  the  endless  traction  cable.  Power  is  neces- 
sarj  fur  the  operation  of  this  type  of  tramway  and  may  he 
supplied  by  a  steam  or  gasoline  engine  or  may  be  obtained 
from  an  electric  power  line. 

The  capacity  of  .this  type  of  tramway  is  considerably  less 
than  the  two-bucket  system. 

Jn  another  type  of  single-rope  tramway,  one  rope  serves 
as  both  the  load  carrying  and  the  traction  cable,  the 
carriers  being  attached  to  the  rope  at  intervals  as  it  moves 
continuously  in  one  direction.  The  cable  passes  around  the 
large  sheaves  in  the  terminal  stations  and  thus  the  loaded 
carriers  pass  in  at  one  side  and  the  empty  carriers  out  at 
the  other.  These  tramways  are  adapted  only  to  light 
service. 

Many  single-rope  tramways — sometimes  double-rope  also 
— are  of  the  reversible  type,  the  direction  of  travel  being 
reversed  each  time  a  trip  is  made  from  terminal  to 
terminal. 

Double-Cable  Tramway 

Another  type  of  cable  tramway  is  provided  with  two 
parallel  track  cables  which  rest  on  pivoted  saddles  secured 
to  the  supporting  towers  and  form  an  upper  and  a  lower 
two-cable  track.  In  this  type  of  tramway  the  load  is  car 
ried  in  a  small  4-whecl  car  mounted  on  the  track  cables 
and  drawn  by  a  traction  cable  secured  to  the  car  and  to 
the  drum  of  a  winch.  The  material  to  be  handled  is  first 
dumped  into  a  bin  from  which  it  passes  to  a  traveling 
hopper  mounted  on  the  tramway.  It  is  then  discharged 
into  the  car,  the  hopper  traveling  with  the  car  until  the 
loading  operation  is  completed.  The  loaded  car  is  hauled 
on  the  upper  track  and  the  material  is  dumped  at  the 
end  of  the  tramway  as  the  car  passes  around  a  large  drum. 
The  return  trip  to  the  loading  point  is  made  on  the  lower 
track  with  the  car  in  an  inverted  position.  At  the  loading 


point   the  car  again   passes   around   a  drum   and   comes   to 
the  loading  position. 

Stacking  Tramway 

A  stacking  type  of  tramway  has  been  developed  for  use 
in  disposing  of  waste  products  where  the  available  piling 
space  is  limited.  They  are  used  chiefly  in  mining  and 
metallurgical  operations  where  the  percentage  of  waste  is 
very  high  and  a  very  wide  area  would  otherwise  be 
required  for  a  dumping  ground. 

This  type  of  tramway  consists  of  an  inclined  bridge 
which  is  constructed  of  two  parallel  trusses  connected  with 
cross  members  at  the  upper  and  lower  ends.  This  leaves 
the  space  between  the  trusses  free  for  the  installation  of 
a  cable  tramway  of  the  endless-rope  type.  The  bridge 
itself  is  made  in  a  number  of  short  sections  and  as  the 
waste  heap  grows,  new  sections  built  on  the  cantilever 
principle  may  be  added  and  the  tramway  extended.  The 
charging  or  loading  station  may  be  at  the  bottom  or  at  an 
intermediate  point  on  the  bridge.  The  discharge  terminal 
is  at  the  upper  end  of  the  structure  and  as  the  bridge  is 
extended  by  adding  new  sections,  the  terminal  pulley  is 
shifted  to  the  end  section.  To  facilitate  the  extension  of 
the  tramway,  the  upper  pulley  and  rail  section  are  built 
into  a  frame  which  is  suspended  from  rollers  running  in 
guides  rigidly  connected  to  the  girders.  As  each  new 
section  is  added  to  the  bridge,  this  pulley  frame  is  advanced 
to  the  end,  the  cable  tramway  extended,  and  the  operation 
of  the  apparatus  continued  as  before. 

Stacking  tramways  may  be  arranged  to  transport  mate 
rial  to  a  considerable  distance  and  stack  it  in  piles  ranging 
in  height  upward  to  about  300  feet.  The  cubic  capacity 
depends  upon  the  size  of  bucket  used  and  the  speed  of 
operation  and  may  reach  200  cu.  yd.  or  more  per  day. 

Suspended-Rail  Tramway 

Suspended-rail  tramways  arc  used  for  transporting  mate 
rials  in  factories,  warehouses  or  other  places  where  a 
perfectly  straight  track  may  be  placed.  The  track  system 
consists  of  suspended  rails  which  serve  the  same  purpose 
as  the  track  cable  used  in  the  cable  type  of  tramway.  The 
carriers  are  moved  along  the  track  by  means  of  an  endless 
traction  rope  to  which  they  are  secured  by  an  automatic 
grip.  The  operation  of  this  type  of  tramway  is  substantially 
the  same  as  in  other  tramways. 


272 


HOISTING  MACHINERY 


Tramway  Type  of  Ore  Unloader 


Lifting  Type  of  Car  Dumper 


Loaders  and  Unloaders 


IN  THE  I.OAIIIM;  AMI  IM.HADINI;  of  railroad  cars  and  vessels 
the  necessity  for  handling  large  quantities  of  bulk  mate 
rial  more  rapidly  than  is  possible  with  ordinary  hoisting 
apparatus  has  resulted  in  the  cK -\  < bipmcnt  of  many  special 
types  of  machines  eaeli  designed  I'or  a  -peciiic  service.  The 
most  i  ssential  reiiuirenieiit  of  such  apparatus  is  that  it 
shall  handle  the  material  in  a  minimum  of  time  so  that 
the  cars  and  vessels  may  he  released  for  further  service. 
Machines  of  this  class  have  been  adapted  to  handle  coal, 
iirc-,  sand  and  other  loose  materials;  and  for  handling  logs 
in  lumbering  operations.  They  may  be  divided  into  two 
general  classes:  one  for  loading  and  the  other  for  un 
loading  service. 

Loaders 

Loading   machines   are   made   in   several   different   types, 
some  being  designed   to  handle   the  material  by   means  of 
special    attachments    secured    to    a    hoisting    line    or    cable, 
while     in     other    types    the 
material  itself,  or  the  vehicle 
containing  it,  is  handled  by 
the  main  apparatus. 


below  the  boom.  and.  when  loaded  is  pushed  out  of  the 
way  by  the  next  empty.  When  the  loading  of  the  entire 
tia'in  is  finished,  the  loader  stands  at  the  rear  of  the  train 
and  then  if  it  is  not  convenient  for  a  locomotive  to  come  in, 
the  loader  may  he  used  to  push  the  train  out  on  the  main 
line. 

This  type  of  loader  may  be  operated  with  a  crew  of  only 
3  men  and  with  such  a  crew  sometimes  will  handle  from 
120.000  ft.  to  130,000  ft.  of  logs  in  a  day.  However,  a  crew 
of  4  or  S  men  will  insure  greater  efficiency.  The  capacity 
of  a  log  loader  depends  upon  the  size  and  supply  of  logs 
but  under  favorable  conditions  a  single  loader  may  some 
times  load  300,000  ft.  in  a  day. 

In  another  type  of  log  loader  the  trucks  on  which  it  is 
mounted  are  fixed  and  carry  a  track  laid  on  top  of  the 
truck  frames.  The  machinery  platform  is  raised  to  a 
given  sufficient  height  to  permit  the  log  cars  to  pass 


through     the     machines. 


Log  Loaders 

Log   loading   machines   of 
several      different      designs 
have     been     developed     for 
handling  rough  logs  in  lum 
bering     operations.       These 
machines    may    be    operated 
in   conjunction    with    a    log 
ging    cableway    or    with    other    logging    apparatus.      When 
properly  equipped   they   are  also   adapted   to   short-haul   log 
skidding  and    may   be   used   in   both   skidding   and   loading 
service. 

One  type  of  log  loader  which  is  used  quite  extensively 
is  designed  to  span  the  track  on  which  it  travels  and  permits 
the  passage  of  cars  underneath  it.  In  this  type  of  apparatus 
the  operating  machinery  is  carried  on  a  raised  platform  sup 
ported  on  side  legs  or  standards  which  span  the  track. 
These  legs  are  curved  in  at  the  base  and  terminate  in  a 
heavy  steel  foot  casting  which  rests  on  the  tics  outside  of 
the  rails.  In  order  to  secure  a  substantial  foundation  these 
shoes  are  sufficiently  long  to  permit  them  to  rest  on  several 
ties  at  the  same  time.  The  shoes  are  flexibly  attached  to 
the  foot  castings  and  automatically  adjust  themselves  to 
any  unevenness  of  the  ties.  This  machine  is  equipped  with 
trucks  having  swinging  wheel-frames  and.  by  means  of 
sprockets  and  chains,  is  driven  by  the  engine  carried  on 
the  loader  platform.  The  wheel-frames  with  their  propel 
ling  chains  arc  drawn  up  under  the  loading  platform  when 
the  machine  is  at  rest,  thus  leaving  a  clear  track  between 
the  legs.  When  it  is  desired  to  move  the  machine  to  the 
next  loading  place  the  frames  are  lowered  until  the  wheels 
engage  the  track  and  the  side  legs  are  then  raised  until 
the  shoes  are  high  enough  to  clear  the  top  of  the  rail. 

This  type  of  machine  is  moved  under  its  own  power  and 
pulls  the  empty  cars  behind  it.  When  in  the  desired  location 
for  log  loading  the  trucks  are  raised  to  permit  the  passage 
of  the  empties  and  the  car  spotting-line  is  carried  back 
and  made  fast  to  the  rear  end  car.  Then  as  required  each 
car  is  drawn  forward  through  the  machine  into  a  position 


Loaders:  Conveyor,  Projecting  and  Tilting 
Types  for  Loose  Bulk  Materials;  Log 
Skidders  and  Loaders. 

Unloaders:  Box  Car — Scraper,  Tilting,  Suc 
tion;  Car  Dumpers — Tilting,  Rotating;  Mast 
and  Gaff;  Boston  Tower;  One-Man  Tower; 
Hulett. 


Inclined  sections  of  track 
connect  the  raised  track 
with  the  fixed  railroad  track 
and  the  cars  arc  then  drawn 
uj)  and  through  to  the  front 
of  the  machine  and  loaded. 
The  operation  of  this  type 
of  machine  is  substantially 
the  same  as  with  the  swing 
ing-truck  type. 


Loader  Used  as  Skidder 
Where  conditions  do  not 
warrant  the  use  of  an  in 
dependent  machine  for  bringing  logs  to  the  track,  a  log 
loader  may  be  equipped  for  skidding  work  also.  For  such 
service  provision  should  be  made  to  guy  the  boom  to 
stumps  beside  the  track  and  extra  drums,  blocks  and  cables 
should  be  provided.  It  usually  is  not  necessary  to  guy  the 
boom  for  loading  service  nor  for  skidding  logs  short 
distances  up  to  about  150  ft.  but,  when  working  at  longer 
ranges,  the  guys  should  always  be  used.  One  or  two  skid 
ding  lines  may  be  used  depending  on  the  capacity  desired, 
and  they  arc  usually  outhaulcd  by  horses  or  mules,  the 
skidding  tongs  being  taken  direct  to  the  log.  In  rough  or 
swampy  country  which  would  hinder  the  movement  of 
animals,  or  where  logs  have  been  collected  at  some  dis 
tance  from  the  track  a  single  line  may  be  used  for  skidding 
and  the  other  winch  drum  used  to  operate  a  mechanical 
outhaul.  The  logs  may  be  loaded  direct  to  waiting  cars 
with  the  skidding  line  or  with  a  separate  loading  line  if 
only  one  skidding  line  is  in  use  ;  or  they  may  be  left  beside 
the  track  for  future. 

Box  Car  Loaders 

In  loading  a  box  car  the  material  must  be  delivered 
through  one  of  the  side  doors  at  the  center  of  the  car  and 
then  moved  a  distance  of  from  15  to  20  ft.  into  the  ends  of 
the  car  and  piled  to  the  proper  height.  To  do  this  work 
expeditiously  and  economically  several  types  of  box  car 
loaders — usually  operated  by  electric  power — have  been 
developed.  These  may  be  divided  into  three  classes : 

1. — Conveyor  loaders  which  convey  the  material  to  the 
ends  of  the  car. 


273 


274 


HOISTING  MACHINERY 


LOADERS  AND   UNLOADERS 


275 


276 


HOISTING   MACHINERY 


Single-Fan    Box    Car    Loader 


Two-Fan  Box  Car  Loader 


Bell  Type  Loader  Fed  by  Extension  Chute 


Belt   Loader  Fed   by   Double   Acting   Cbute 


Bell  Conveyor  Box  Car  Loader 


Tilling   Box  Car  Loader 


LOADERS  AND   UNLOADERS 


277 


2. —  Projecting   loader*   wliirli   project   or  throw  tlu-  mate 
rial  into  the  ends  of  the  car   by  means  of  rapidly  moving 
conveyors  or  other  apparatus. 

3.— Tilting  loaders  which  tilt  the  ear  endwise  so  thai 
the  material  may  he  delivered  to  the  ends  of  the  car  by- 
gravity. 

Conveyor  Type 

The  simplest  type  of  box  car  loader  consists  of  a  small 
portable  belt  conveyor  which  is  placed  in  the  car  close  to 
the  door  in  a  position  lo  receive  the  material  from  the 
chute  of  a  bin  or  from  another  conveyor.  This  is  a  semi- 
projecting  type  of  machine  as  the  conveyor  belts  are 
operated  at  high  speed— usually  500  ft.  to  1,200  ft.  per  min.— 
and,  being  inclined  somewhat,  discharge  the  material  up 
ward  at  a  considerable  angle  throwing  it  back  into  the  car 
ends.  To  handle  light  material.  Mich  as  grain,  cleats  are 
secured  10  the  conveyor  belt  and  gm. "Is  are  provided  to 
prevent  the  material  from  spilling  off  the  sides.  For  lumpy 
or  abrasive  materials,  such  as  lime,  and  coke,  the  belt  is 
armored  with  steel  plates  placed  at  close  intervals  on  the 
belt  and  having  the  edges  bent  up  to  prevent  loss  of  mate 
rial.  For  sticky  materials,  such  as  fertilizer,  plain  flat  belts 
are  used,  the  material  being  confined  to  a  narrow  stream  in 
the  center  of  the  belt  which  prevents  it  from  getting  on 
the  conveyor  frame  and  hardening  and  thus  interfering 
with  the  operation  of  the  apparatus.  A  loader  of  this 
type  having  a  reach  of  about  12  ft.  from  the  center  of  lin 
ear  towards  the  end  and  a  16  in.  belt  should  handle  about 
3  tons  of  cral  per  min.:  one  with  a  24  in.  belt  about  5  tons 
per  min. 

Box  car  loaders  of  the  apron  conveyor  type  are  also 
used.  They  are  mounted  on  jointed  arms  arranged  in  such 
a  way  thai  the  machine  may  be  easily  moved  through  the 
door  of  the  box  car  and  extended  back  into  the  ends.  These 
machines  are  not  designed  to  throw  the  material  but 
actually  carry  it  into  the  car  and  therefore  the  belt  speeds 
are  somewhat  slower  than  in  the  projecting  types  of 
machines  and  ranging  from  400  ft.  to  800  ft.  per  min, 
A  loader  having  a  24  in.  apron  conveyor  has  a  maximum 
capacity  of  about  12  tons  of  coal  per  min.  and  will  handle 
a  similar  volume  of  other  materials,  ihe  tonnage  depending 
upon  the  weight  and  the  character  of  the  material. 

Conveyor  loaders  of  the  telescopic  or  extension  type 
have  been  designed  to  extend  back  towards  the  ends  of 
a  car.  Usually  they  are  either  of  the  belt  or  the  drag- 
chain  conveyor  type,  the  reach  of  the  machine,  when  fully 
extended,  being  about  18  ft.  By  using  a  conveyor  long 
enough  to  carry  the  material  practically  the  entire  distance, 
instead  of  partly  conveying  and  partly  projecting  it.  lower 
conveyor  speeds  may  be  used,  the  usual  speeds  for  exten 
sion  machines  ranging  from  250  ft.  to  500  ft.  per  min.  The 
capacity  of  a  loader  of  this  type  having  a  20  in.  belt  is 
about  6  tons  of  coal  per  min.  and  for  a  20  in.  drag-chain 
conveyor  loader  about  10  tons  of  coal  per  min. 

Projecting  Type 

Box  car  loaders  of  the  projecting  types  distribute  the 
material  to  the  ends  of  the  cars  by  means  of  rotating 
paddle  wheels  of  fans  enclosed  within  receiving  chambers. 

The  paddle-wheel  type  of  machine  successfully  loads 
sand,  gravel,  crushed  stone,  fertilizers  and  other  small  hulk 
materials.  The  material  to  be  loaded  is  first  spouted  to  a 
circular  receiving  chamber  and  is  then  discharged  to  either 
end  of  a  car  by  revolving  the  paddle  wheel  in  Ihe  chamber. 

The  fan  types  are  made  with  either  one  or  two  receiving 
chambers.  In  the  two-chamber  machine  the  fans  throw  the 
material  in  opposite  directions  thus  filling  both  ends  of  the 


car  at  the  same  time.  In  the  single-chamber  machines,  the 
Ian  i*  reversed  to  load  the  opposite  ends  of  a  car.  The  fan 
machine*  are  particularly  adaptable  for  handling  grain  and 
similar  materials.  The  speed  of  the  fans  varies  from  200 
lo  600  revolution-,  per  minute,  single  machines  having  a 
capacity  of  from  600  to  2000  bushels  per  hour;  the  double 
machines  from  3000  to  7000  bushels  per  hour. 

Tilting  Type 

The  tilting  type  of  box  car  loader  is  designed  so  that 
the  car  is  placed  on  a  cradle,  being  held  in  place  by  stops 
at  each  end.  the  cradle  rotated  so  as  to  tilt  the  car  endwise, 
and  the  material  then  delivered  by  gravity  through  a  chute 
direct  to  the  ends  of  the  car.  This  type  of  loader  requires 
a  more  expensive  structure  and  operating  mechanism  than 
the  projecting  and  conveyor  types  of  loaders  and  therefore 
should  be  installed  only  where  large  quantities  of  materials 
are  bandied. 

Box  Car  Unloaders 

The  unloading  of  box  cars  is  an  expensive  operation 
when  done  by  hand  and  several  different  types  of  machine* 
have  been  devised  for  performing  this  work  more  econo 
mically.  They  may  be  divided  into  three  classes,  as 
follows  : 

1. — Scraper  type — using  a  power-operated  scraper  or  hoe 
for  scraping  the  material  to  the  car  door. 

2. — Air  suction  type — the  material  being  sucked  into  an 
an  air  hose  in  the  same  manner  as  with  a  pneumatic 
sweeper. 

3. — Car  tilting  type,  in  which  the  cars  are  tilted  on  a 
cradle  so  thai  the  material  will  run  out. 

Scraper  Type 

The  simplest  form  of  the  scraper  type  of  unloadcr— 
usually  called  an  automatic  power  shovel — consists  of  a 
scraper  which  is  moved  back  into  the  car  and  pushed  down 
into  the  material  by  manual  labor  and  then  pulled  forward 
by  a  rope  winding  on  a  small  drum  or  winch.  The  material 
is  thus  scraped  along  the  car  floor  and  is  drawn  through 
the  door  into  a  hopper  underneath  the  car  for  future  re- 
handling  or  to  a  conveyor  or  elevator  for  immediate  dis 
posal.  The  winding  drum  has  a  clutch  arrangement  which 
allows  the  rope  to  be  unwound  easily  as  Ihe  operator  moves 
the  shovel  back  into  the  pile,  but,  as  soon  as  the  pull  on 
the  rope  ceases  the  clutch  is  automatically  thrown  in  thus 
winding  up  the  rope  and  pulling  the  shovel  forward.  These 
machines  are  used  extensively  for  unloading  grain,  small 
sized  coal,  sand,  and  similar  materials. 

In  a  more  recent  design  of  the  scraper  type  of  box  car 
unloader  the  use  of  manual  labor  for  drawing  the  scraper 
through  the  material  and  back  into  the  car  has  been  elim 
inated.  The  scraper  cable  or  rope  is  passed  around  sheaves 
mounted  on  the  end  of  an  adjustable  arm  which  can  be 
extended  back  into  Ihe  ends  of  ihe  car.  Then,  by  pulling 
on  the  ropes  by  means  of  a  power  winch  the  scraper  can  be 
moved  back  and  forth  in  the  car.  This  arrangement  makes 
it  possible  to  haul  Ihe  scraper  into  the  ends  of  the  car, 
and  to  scrape  the  material  out,  witboul  the  necessity  of 
the  operator  going  back  into  the  car. 

Suction  Type 

The  suction  types  of  box  car  nnloaders  are  equipped 
with  rotary  fans  which,  by  drawing  the  air  out  of  an  air 
tight  bin  or  hopper,  cause  a  vacuum  which  in  turn  creates 
a  suction  in  a  pipe  attached  to  the  bin  and  in  a  hose  attached 
to  the  pipe.  The  hose  which  is  provided  with  a  special 
nozzle  is  then  placed  in  the  car  and  pushed  into  the  mate- 


278 


HOISTING  MACHINERY 


I 


o 

a 


Q 


H 
6 


LOADERS   AND   UNLOADERS 


279 


rial,  which  is  sucked  up  into  the  hose  and  thence  through 
the  pipe  to  the  hopper,  where,  because  of  the  larger  area 
of  tin1  hopper  velocity  of  the  air,  is  very  much  reduced  and 
allows  the  material  to  fall  into  the  bin.  It  may  then  be 
disposed  of  as  desired  by  means  of  conveyors  or  other 
material  handling  apparatus. 

Tilting  Type 

The  difficulty  of  quickly  unloading  louse  bulk  materials 
from  box  cars  has  in  the  past  been  a  limiting  factor  in 
the  amount  of  grain  and  similar  materials  that  could  be 
handled  from  railroad  cars  to  ships  or  elevator  bins. 
Several  different  types  of  box  car  unli  adcrs  have  been 
diArlnprd  and  are  now  used  quite  extensively  in  such 
service. 

One  type  of  box  ear  unloader  designed  especially  con 
sists  of  an  end  tilting  cradle  which  holds  the  car  and  tilts 
it  endwise  in  either  direction  to  an  angle  of  about  40  deg. 

In  the  operation  of  this  machine  the  doors  are  opened 
and  the  car  run  on  the  unloader.  A  specially  designed 
plow,  operated  by  electric  motors,  is  placed  in  the  car 
with  the  point  toward  either  end  and  the  car  then  lifted 
or  tilted  endwise  causing  the  material  to  flow  over  the 
point  of  the  plow  which  deflects  it  to  either  side  and  dis 
charges  it  through  both  doors  of  the  ear.  The  material 
is  caught  by  chutes  adjusted  to  suit  the  car  doors  and 
is  delivered  to  conveyors  located  below  the  cradle  at  both 
sides.  After  the  car  has  been  tilted  in  one  direction  and 
the  material  in  one  end  has  run-out  it  is  brought  back  to 
the  horizontal  position,  the  plow  is.  reversed  and  the  car 
then  tilted  in  the  opposite  direction  discharging  the  material 
in  the  other  end. 

The  plow  moving  and  turning  mechanism  is  mounted  on 
a  portal  gantry  built  in  conjunction  with  the  unloader  and 
is  controlled  by  means  of  electric  motors  mounted  on  the 
plow  arm  and  the  gantry.  The  overhanging  weight  of 
the  plow  is  counterbalanced  so  that  the  operator,  by  means 
of  a  foot  lever,  is  able  to  adjust  it  to  suit  the  varying 
heights  of  car  floors. 

The  entire  load  is  emptied  in  two  tiltings — one  in  each 
direction — and  the  time  required  for  a  complete  cycle  of 
operation  makes  it  possible  to  unload  from  6  to  8  cars 
per  hour. 

Four  box  car  unloaders  of  a  type  designed  to  tip  the 
car  sidewise  as  well  as  endwise,  are  in  use  in  a  large  grain 
elevator  built  by  the  Pennsylvania  Railroad  Company  at 
Baltimore,  Maryland.  The  grain  elevator  has  a  capacity 
of  5,000,000  bushels  and  the  four  unloaders,  have  a  com 
bined  capacity  of  320  cars  in  8  hours,  or  40  cars  per  hour. 

Each  movement  of  the  unloader  is  controlled  by  an  in 
dividual  motor  arranged  so  that  when  it  performs  the 
service  for  which  it  was  designed  it  automatically  stops 
and  connects  the  motor  for  the  next  operation.  The  un 
loader  discharge  to  conveyor  belts  which  in  turn  carry  the 
grain  to  the  hcadhouse. 

When  operating  these  unloaders  to  their  full  capacity 
cars  are  received  simultaneously  over  4  tracks,  each  lead 
ing  to  an  unloader  and  there  is  sufficient  space  to  allow  16 
loaded  cars  to  be  placed  on  each  of  the  tracks.  The  cars 
are  passed  through  the  unloader  without  the  use  of  a 
switch  engine  each  track  being  equipped  with  a  "barney" 
or  pusher — controlled  by  heavy  endless  cables — which 
pushes  the  cars  back  and  forth  as  may  be  desired.  The 
cars  are  pushed  to  the  middle  of  the  unloader  by  the 
"barney"  and  anchored  on  the  cradle  by  clamps  which  en 
gage  the  couplers  at  the  ends  of  the  car.  These  clamps 
are  so  arranged  that  they  will  firmly  engage  the  couplers 


of  a  car  of  any  length  and.  when  not  in  use,  they  drop 
down  below  the  level  of  the  rails  out  of  the  way.  When 
the  end  clamps  have  exerted  a  predetermined  pressure, 
the  power  is  automatically  cut  off  and  the  motors  con 
trolling  the  side  supports  are  set  in  operation.  These 
side  supports  move  up  against  the  side  and  sill  of  the 
car  on  the  receiving  sink  side,  and  they  also,  when  they 
have  exerted  a  predetermined  pressure,  automatically 
throw  off  the  power  and  start  the  motor  for  the  next 
operation. 

The  operator  is  stationed  in  a  ^lu--*  house  built  on  the 
unloader  just  above  the  side  of  the  car  and  has  a  good 
view  of  the  work  at  every  stage  of  the  operation.  An 
other  man  is  required  to  uncouple  the  cars  and  to  operate 
an  air  hose  which  thoroughly  cleans  out  the  car. 

Cane  Car  Dumpers 

Car  dumpers  of  the  tilting  types  arc  used  extensively  in 
the  sugar  cane  industry  for  dumping  the  cane  from  the  cars 
at  the  mills.  These  machines  consist  of  some  form  of 
movable  platform  on  which  the  car  is  placed  and  then 
tilted,  thus  discharging  the  sugar  cane  into  a  hopper  from 
which  it  is  carried  into  the  mill  by  conveyors  or  elevators. 
They  are  made  in  either  the  end-dumping  or  side-dumping 
types  and  usually  are  operated  by  hydraulic  pressure  acting 
on  a  plunger  connected  to  the  platform  lifting  mechanism. 
These  loaders  are  designed  to  handle  cars  having  a  capacity 
up  to  about  30  tons  of  sugar  cane. 

Car   Dumpers 

Car  dumpers  are  used  chiefly  for  unloading  open-top 
railroad  cars  by  overturning  them  and  dumping  the  ma 
terial  into  a  chute  which  carries  it  to  a  boat,  a  bin,  to  a 
storage  yard,  or  in  some  cases  to  a  transfer  car  which 
disposes  of  it  at  some  other  point.  This  class  of  machine 
is  made  in  several  different  types  and  is  used  largely  on 
coal  docks  for  coaling  vessels ;  at  blast  furnaces  for  un 
loading  ore ;  and  at  coke  ovens  for  discharging  coal  from 
cars  into  bins.  The  general  principle  of  this  type  of 
apparatus  has  also  been  adapted  to  dumpers  designed 
especially  for  unloading  grain  cars,  of  the  closed-top,  side- 
hopper  type  and  for  dumping  sugar  cane  from  cars  of 
the  open-top  rack  type  commonly  n>ed  in  the  sugar  industry. 
They  are  made  in  both  the  lifting  or  tilting  type  which 
is  generally  a  stationary  machine ;  and  the  rotating  or 
turnover  type  which  may  be  stationary,  or  of  the  movable 
type — usually  self-propelled. 

The  general  form  of  construction  consists  of  a  struc 
tural  steel  frame  supporting  a  cradle  in  which  the  loaded 
railroad  car  is  held  while  the  contents  are  discharged. 
An  automatic  clamping  device  holds  the  car  in  the  cradle 
which  is  rotated  by  dumping  mechanism  installed  on  the 
frame  and  either  tilts  the  car  sidewise  or  completely  over 
turns  it  and  discharges  the  contents  into  a  chute.  These 
machines  may  be  operated  by  cither  steam  or  electric 
power,  the  latter  being  in  more  general  use. 

Tandem   Car   Dumper 

A  tandem  car  dumper  of  the  tilting  type  is  in  use  at 
the  coal  handling  pier  of  the  Virginian  Railway  at  Sewall's 
Point,  Virginia.  The  pier  equipment  also  includes  six 
120-ton  hopper-bottom  motor  transfer  cars  and  a  transfer 
car  elevator.  This  machine  will  handle  two  cars  of  any 
capacity  up  to  60  tons  each — hence  the  name  "tandem" — or 
one  car  having  a  capacity  of  more  than  60  tons  and  upward 
to  120  tons  each. 


280 


HOISTING   MACHINERY 


Tandem  Car-Dumper  with  Two  Cars  in  Dumping  Position 


Double  Car-Dumper  with  Two  Cars  in   Dumping   Position 


LOADERS   AND   UNLOADERS 


281 


Movable   Car   Dumper  with   Portable   Inclined   Rail   Seclion- 


Conibined  Movable  Car-Dumper  and  Coal  Loading  Tower 


282 


HOISTING  MACHINERY 


u 


LOADERS   AND   UNLOADERS 


283 


The  dumper  consists  of  a  main  frame  which  supports  a 
rotating  cradle  in  which  the  cars  are  held  while  being 
(lumped.  The  cradle  is  carried  on  heavy  pivots  supported 
in  frames  built  into  the  main  frame  and  is  rotated  by 
machinery  located  on  top  of  the  main  structure.  The  cars 
are  held  in  place  on  the  cradle  while  dumping  by  eight 
automatic  clamps  operated  by  means  of  counterweights 
which  travel  in  guides  at  the  rear  of  the  machine.  These 
clamps  are  automatically  adjustable  to  any  height  or  width 
of  standard  railway  car  and  are  placed  so  that  they  will 
engage  cars  of  various  lengths.  They  are  arranged  symmet 
rical!}'  each  side  of  the  center  line  and  may  be  operated 
independently  of  each  other.  Each  clamp  consists  of  a 
steel  beam  hinged  to  a  sliding  casting  on  the  dumping  side 
of  the  cradle.  The  opposite  end  of  the  beam  is  suspended 
in  operating  cables  attached  to  the  counterweights.  As 
the  cradle  rotates,  the  sliding  casting  descends  and  rests  on 
the  top  flange  on  one  side"  of  the  car.  Then  as  the  move 
ment  continues  the  beam  swings  downward  until  its  free 
end  engages  the  opposite  top  flange  thus  holding  the  car 
firmly  in  place  on  the  cradle.  Cradle  counterweights, 
operating  in  a  similar  manner,  are  attached  directly  to  the 
cradle  and,  together  with  the  clamp  counterweights,  assist 
the  motors  in  rotating  the  cradle. 

In  the  operation  of  this  machine  the  loaded  cars  arc 
pushed  on  the  dumper  cradle  by  an  electric  pusher-car  called 
a  "mule."  The  contents  are  then  dumped  down  a  chute 
to  the  transfer  car  which  is  then  run  on  the  elevator, 
raised  to  the  upper  track  level  on  the  pier,  and,  then  under 
its  own  power,  run  out  on  the  pier,  where  the  contents  are 
dropped  through  the  car  hopper  into  the  loading  pockets. 
The  coal  may  then  be  discharged  through  chutes  into 
vessels  lying  alongside  the  pier.  After  the  transfer  car  has 
been  emptied  it  is  run  to  the  end  of  the  pier  and  switched 
to  a  return  track  located  in  the  center  of  the  pier  on  which 
it  runs  down  a  grade  of  about  2l/2  per  cent  to  the  yard 
level.  It  is  then  switched  back  to  the  loading  track  which 
passes  in  front  of  the  car  dumper  and  is  ready  for  another 
trip. 

Hulett   Unloader 

An  automatic  type  of  unloader — generally  known  as  the 
Hulett — has  been  widely  adapted  to  unloading  ore  from 
vessels  and  conveying  it  to  railroad  cars  for  further 
transportation  or  for  placing  it  in  storage.  It  may  also  be 
used  for  unloading  other  loose  materials  such  as  coal, 
crushed  stone,  and  gravel.  This  machine  consists  of  a  main 
framework,  similar  to  a  crane  bridge,  mounted  on  trucks 
which  travel  on  a  runway  laid  on  the  wharf;  a  trolley 
which  traverses  the  bridge ;  a  balanced  walking-beam  car 
ried  on  the  trolley ;  and  a  bucket  of  the  grab  type  secured 
to  the  lower  end  of  a  rigid  leg  pendant  from  the  outer  end 
of  the  walking-beam.  The  bucket  is  moved  vertically  by  the 
action  of  the  walking-beam  and  horizontally  by  traversing 
the  trolley  on  the  bridge.  It  is  arranged  so  that  it  may  be 
rotated  in  a  complete  circle  which  permits  it  to  turn  in 
any  direction  to  gather  a  load.  The  bucket  operating 
mechanism  is  installed  in  the  vertical  leg  on  which  it  is 
suspended  and  the  operator  is  located  just  above  the  bucket 
in  a  cab  built  within  the  leg  structure. 

In  the  operation  of  the  machine  it  is  moved  to  a  position 
opposite  one  of  the  hatches  of  a  vessel  and  the  bucket  is 
then  lowered  through  the  hatch.  After  filling  the  bucket, 
it  is  hoisted  by  means  of  the  walking-beam  hoisting 
mechanism  which  is  installed  in  a  machinery  house  on  the 
rear  end  of  the  beam  where  it  also  serves  as  a  counter 
balance.  The  trolley  is  then  traveled  back  on  the  bridge 


so  that  tin-  bucket  is  brought  over  a  hopper  located  betwi-i-n 
the  girders  in  the  main  framework,  the  contents  discharged 
into  the  hopper  and  the  bucket  then  returned  to  the  boat 
for  another  load.  Meanwhile  the  ore  in  the  hopper  i< 
discharged  into  a  larry  which  has  been  brought  to  a  point 
underneath  the  discharge  gates  of  the  hopper.  When  the 
larry  is  filled  it  is  moved  along  the  bridge  to  the  desired 
point  and  the  gates  of  the  larry  hopper  are  opened  dis 
charging  the  ore  into  a  railroad  car  or,  if  a  car  is  not 
available,  the  larry  is  moved  to  the  rear  cantilever  of  the 
bridge  and  its  contents  discharged  into  a  temporary  storage 
pile.  Usually  the  material  is  reclaimed  from  this  pile  for 
shipment  or  other  storage  by  means  of  an  ore  bridge, 
located  at  the  rear  of  the  unloader.  The  larry  hopper  is 
equipped  with  scales  so  that  the  material  may  be  weighed 
as  it  passes  through.  Thus  an  accurate  record  may  be 
kept  of  the  amount  of  material  loaded  into  a  car  and  makes 
it  possible  to  dispense  with  the  use  of  track  scales. 

Two  operators  are  required  for  one  of  these  machines. 
One  operator  is  stationed  in  the  bucket  leg  directly  over 
the  bucket  shell  and  controls  the  raising  and  lowering  of 
the  bucket ;  the  travel  of  the  trolley ;  and  the  movements  of 
the  machine  from  one  hatch  to  another.  The  other 
operator  is  stationed  in  a  cab  on  the  larry  and  controls  the 
movement  of  the  larry ;  the  operation  of  the  larry  gates ; 
and  the  weighing  of  the  ore. 

Unloading  machines  of  this  type  are  equipped  with 
buckets  ranging  upward  to  15  tons  in  capacity  and  they 
will  handle  from  500  to  1000  tons  of  ore  per  hour. 

Boston    Tower 

The  Boston  or  two-man  tower  unloader  is  used  at  wharfs 
for  unloading  coal  or  similar  materials.  It  consists  of  a 
tower  of  steel  or  wood,  carrying  a  boom  on  which  travels 
a  trolley  from  which  is  suspended  an  automatic  grab- 
bucket.  The  bucket  closing  line  passes  over  a  sheave  on 
the  trolley  then  over  a  sheave  at  the  head  of  the  tower 
and  is  then  attached  to  one  of  the  drums  of  a  winch 
installed  on  the  tower.  The  bucket  holding  line  passes 
over  a  sheave  on  the  trolley,  thence  over  a  sheave  at  the 
head  of  the  tower  and  is  then  attached  to  a  drum  on  the 
winch. 

In  the  operation  of  this  machine,  after  the  bucket  is 
closed  and  raised  by  the  closing  and  holding  lines,  the 
trolley  rope  is  slacked  off  allowing  the  bucket  to  run  in 
over  the  hopper.  After  the  load  is  dumped  the  bucket 
is  hauled  out  by  the  trolley  rope  and  is  again  lowered  into 
the  vessel.  Two  operators  are  required,  one  operator  con 
trolling  the  opening  and  closing  and  the  raising  and  lower 
ing  movements  of  the  bucket,  the  other  controlling  the 
movement  of  the  trolley  on  the  boom. 

Unloaders  of  this  type  have  a  capacity  of  from  75  to 
300  tons  per  hour,  depending  on  size  of  bucket  which  ranges 
in  capacity  upward  to  about  2  cu.  yd. 

One-Man   Unloaders 

The  one-man  type  of  tower  unloader  is  used  chiefly  for 
unloading  coal,  ore,  etc.,  from  vessels.  This  machine  con 
sists  of  a  steel-frame  tower  having  a  hinged  boom  carrying 
a  hoisting  unit  of  the  man-trolley  type  which  may  be  moved 
along  the  boom.  The  trolley  carries  the  drums,  motors 
and  controllers  required  to  operate  a  grab  bucket  and  also 
the  operator.  The  boom  may  be  raised  to  clear  the  masts 
of  vessels,  alongside  the  wharf.  After  the  bucket  has  been 
filled  and  hoisted,  the  trolley  is  moved  along  the  boom  and 
the  material  is  discharged  into  a  hopper.  From  the  hopper 


284 


HOISTING  MACHINERY 


Coal  Hoisting  Tower  Unloading  from  Vessel  to  Storage 


Handling   and   Cleaning   Tower  with   Conveyor 


Coal  Handling  Tower  at  Power  Plant 


LOADERS   AND   UNLOADERS 


285 


280 


HOISTING  MACHINERY 


it  may  pass  tu  a  railroad  car  or  to  a  trough  or  bin  back  of 
the  unloader,  from  which  it  may  be  moved  to  a  storage  pile 
by  the  use  of  a  storage  bridge  crane. 

Tower  unloaders  of  this  type  are  also  sometimes  equipped 
with  buckets  operated  by  a  rope  trolley.  The  bucket 
lines  are  reeved  through  sheaves  on  the  boom  and  on  a 
trolley  which  may  be  moved  in  either  direction  on  the  boom 
by  an  endless  rope  attached  to  the  two  ends  of  the  trolley 
and  making  several  turns  around  the  winch  drum.  A  ma 
chine  of  the  one-man  type  has  a  capacity  ranging  from  100 
to  1000  tons  per  hour,  depending  on  the  size  of  the  bucket. 

Mast  and  Gaff 

The  mast  and  gaff  type  of  unloader  is  particularly 
adapted  for  use  in  small  coal  yards ;  at  small  coal  wharves ; 
or  at  power  plants.  This  rig  is  a  modification  of  the  guy 
and  the  stiff-leg  derricks.  Being  used  chiefly  for  light 
bucket  work,  it  generally  is  of  comparatively  light  wooden 
construction  although  steel  members  of  light  lattice  con 
struction,  sometimes  are  used. 

The  mast  is  fixed  and  is  supported  by  stiff-legs,  secured 
to  the  mast  about  midway  from  the  top,  and  by  guys  at 
tached  to  the  top  of  the  mast.  The  gaff  or  boom  is  pivoted 
on  a  swivel  block  clamped  to  the  mast  and  is  provided 
with  a  topping-lift  similar  to  other  derricks.  Usually,  how 
ever,  the  topping  lift  is  used  only  to  adjust  the  inclination 
of  the  gaff  to  a  convenient  radius  suitable  to  the  work 
required.  The  bucket  operating  lines  are  reeved  through 
load  sheaves  at  the  gaff  end  and  through  guide  sheaves 


spaced  wide  on  a  crosstree  secured  to  the  mast  at  a  point 
near  the  swivel  block,  and  thence  to  the  hoisting  winch 
drums.  The  gaff  is  slewed  by  manipulating  the  bucket 
lines  through  the  guide  sheaves  on  the  crosstree,  slacking 
off  on  one  line  as  the  other  line  is  hauled  in. 

This  apparatus  provides  an  inexpensive  equipment  and 
can  be  used  advantageously  with  two-line  grab-buckets 
having  a  capacity  up  to  about  ll/2  cu.  yds.  or  with  buckets 
of  the  bottom  dump  or  the  turnover  tynes.  The  capacity 
of  the  mast  and  gaff  rig  ranges  upward  to  about  30  tons 
per  hour  depending  on  the  size  of  bucket  used  and  the 
class  of  material  handled. 

Self-Unloading  Vessels 

Self-unloading  vessels  are  sometimes  used  in  ore  service 
or  where  other  similar  materials  are  handled  in  large  quan 
tities.  These  vessels  are  made  with  a  hopper  bottom 
having  a  series  of  gates  through  which  the  material  is 
discharged  to  pan  or  belt  conveyors.  These  conveyors 
carry  the  material  to  an  elevator  which  lifts  it  above  the 
deck  line  and  then  discharges  it  to  a  belt  conveyor  carried 
by  a  swinging  boom.  The  boom  carrying  the  conveyor 
may  be  elevated  to  an  angle  of  about  18  deg.  and  is  made 
from  100  ft.  to  150  ft.  long  which  gives  it  a  wide  scope. 
The  material  is  discharged  from  the  conveyor  to  a  storage 
pile  or  to  railroad  cars  for  further  transportation.  Appara 
tus  of  this  type  will  handle  from  500  to  1000  tons  of  ore 
per  hour  depending  on  the  size  and  number  of  conveyors 
used. 


Trolleys  and  Carriers 


T KOI. LEYS  AND  CARRIERS  of  various  designs  are  used  on 
cranes  having  a  horizontal  jib  or  bridge,  on  many  types 
of  unloading  machines,  on  monorail  and  tramway  track 
age  systems,  and  on  suspension  cableways.  These  de 
vices  may  consist  of  plain  travelers  propelled  by  pulling 
or  pushing  i.n  the  suspended  load;  may  be  of  the  geared 
type  and  be  propelled  by  racking  gear  operated  by  a  drum 
on  a  remote  i-nniiu-.  or  by  pendant  hand  chains  passing  over 
sheaves  Beared  to  the  traveler  wheels  and  operated  from 
the  floor;  or  may  consist  of  a  carriage  or  truck  operated 
by  an  independent  motor — generally  an  electric  motor — 
carried  on  the  trolley  itself. 

The  larger  types  of  trolleys — called  specifically  crane 
trolleys  or  trolley  trucks — consist  of  a  truck  or  carriage 
composed  of  a  rectangular  frame  mounted  on  four  or 
more  wheels  and  traveling  on  a  track  laid  on  top  of  the 
crane  girders.  The  hoisting  drums  are  built  in  the  frame 
as  an  integral  part  of  the  apparatus  and  the  hoisting  mo 
tors  as  well  as  the  trolley  traversing  motor  are  also 
mounted  on  the  frame. 

On  trolleys  of  the  smaller  types,  of  light  capacity,  the 
hoisting  apparatus  may  consist  of  a  simple  tackle ;  a  chain 
hoist;  a  pneumatic  hoist;  or  an  electric  hoist,  suspended 
from  the  trolley  and  traveling  underneath.  They  may  be 
used  singly  to  carry  a  hoist;  or  in  multiple  to  suspend  a 
twin-hoist  or  an  outrigger  for  the  power  sheave,  for  sus 
pending  a  spreader  bar,  or  for  carrying  a  cab-operated 
monorail  hoist  or  telpher. 

Crane  Trolley  Trucks 

Crane  trolleys — a  name  applied  more  specifically  to  trol 
leys  having  a  truck  frame  and  mounted  on  four  or  more 
wheels  traveling  on  a  crane  bridge — must  be  constructed 
in  a  most  substantial  manner  to  meet  the  exacting  re 
quirement  of  modern  industrial  plants.  They  are  designed 
in  many  different  forms,  the  particular  class  of  service 
required  of  them  determining  the  type  of  trolley  to  be 
installed.  They  vary  in  size  from  a  small  four-wheel 
truck,  propelled  by  gearing  attached  to  the  trolley  struc 
ture  and  operated  by  a  remote  engine  on  the  crane  struc 
ture  or  from  the  floor  by  a  pendant  hand  chain,  to  im 
mense  electrically  operated  truck  trolleys  having  several 
hoisting  drums  and  various  special  attachments  and  hav 
ing  upward  to  16  wheels. 

Essential  and  desirable  features  of  crane  trolley  con 
struction  are  :  Adequate  strength  of  parts ;  compact  ar 
rangement  of  machinery ;  ample  motor  capacity ;  and 
thorough  lubrication. 

Truck  Frames 

Trolley  truck  frames  for  cranes  of  comparatively  light 
capacity,  upward  to  about  20  tons,  may  be  made  of  a 
good  grade  of  cast  iron  or  semi-steel  but  for  heavier  ca 
pacities  structural  steel  or  annealed  cast  steel  should  be 
used.  The  side  frames  are  designed  to  carry  the  bearings 
for  the  truck  axle  and  for  the  various  shafts  of  the  hoist 
ing  drums  and  motors.  The  two  side  frames  are  con 
nected  by  a  girt  which  serves  to  stiffen  the  truck  frame 
and  generally  also  to  provide  a  support  for  the  motors 
used  to  operate  the  trolley.  The  girt  may  be  made  either 
of  structural  steel  parts  or  may  be  a  substantial  steel  cast 
ing  and  should  he  tirmly  secured  to  the  side  frames  to 


prevent  any  distortion   of   the   frame   and   consequent   dis- 
alinement  of  shafts. 

Wheels 

The  truck  wheels  on  crane  trolleys  generally  are 
double  flanged.  For  trolleys  of  the  lighter  capacities,  they 
may  be  made  of  a  good  grade  of  chilled  cast  iron  but  for 
heavy  severe  service  they  should  be  made  of  cast  steel  or 
rolled  steel.  They  should  be  ground  to  a  true  diameter  to 
insure  smooth  travel.  The  wheels  on  many  crane  trolleys 
are  mounted  on  axles  of  the  pin-and-keeper  type  and  are 
provided  with  bearings  of  bronze  or  other  metals,  or  in 
many  cases  with  roller  or  ball  bearings.  The  M,  C.  B. 
type  of  bearing  is  preferable  for  heavy  service  and  is  used 
extensively  on  the  larger  crane  trolleys. 

Hoisting  Drums 

The  hoisting  drums  are  commonly  made  of  cast  iron 
and  are  mounted  on  steel  shafting  and  geared  to  the  hoist 
ing  motor.  They  should  be  made  with  a  diameter  of  not 
less  than  30  times  the  diameter  of  the  hoisting  rope,  to 
avoid  undue  bending  strain  on  the  wire  strands  of  the 
rope,  and  should  have  sufficient  width  to  permit  the  rope 
to  wind  on  the  drum  for  the  maximum  lift  of  the  ap 
paratus  without  overlapping. 

It  is  common  practice  to  groove  the  surface  of  the  drum 
so  that  the  rope  is  guided  as  it  winds  on  the  drum  in  the 
hoisting  movement.  Preferably  the  drum  should  be 
grooved  from  the  center  outward  right  and  left  so  that 
both  ends  of  the  hoisting  rope  may  be  attached  to  the 
drum — one  end  of  the  rope  at  each  end  of  the  drum.  This 
method  of  suspension  distributes  the  load  stress  uniformly 
on  the  truck  and  permits  the  hoisting  hook  to  travel  in  a 
true  vertical  line— an  important  feature  in  some  classes 
of  work  requiring  accurate  placing  of  the  load  as  in  plac 
ing  molds  in  foundry  work.  Trolleys  used  on  the  ordinary 
three-motor  crane  have  only  a  single  hoisting  drum  but 
many  crane  trolleys  are  equipped  with  a  main  and  an 
auxiliary  hoist  and  in  some  cases  for  special  service,  with 
an  additional  drum. 

Gearing 

The  trolley  is  traversed  across  the  crane  structure  by 
gears  secured  to  one  or  more  of  the  truck  wheels  and 
meshing  with  a  gear  train  operated  by  the  trolley  travers 
ing  motor.  The  hoisting  drums  are  operated  by  a  large 
gear  secured  to  one  end  of  the  drum  which  meshes  with 
a  pinion  on  a  gear  train  propelled  by  the  hoisting  motor. 
Many  efficient  cast  gears  are  in  use,  but  for  crane  trolleys 
of  heavy  capacity,  or  where  a  smooth  running  easily  op 
erated  machine  is  desired,  cut  gears  are  preferable.  So 
far  as  possible,  all  gears  should  be  enclosed  in  oil-tight 
and  dirt-proof  cases.  On  the  most  modern  designs  of 
crane  trolleys,  the  greater  part  of  the  gears  are  enclosed 
and  operate  in  a  bath  of  lubricant;  this  protects  the  gear 
from  dirt  and  insures  a  smooth  running  efficient  gear 
having  a  long  life. 

Motors 

Electrically  operated  crane  trolleys  are  equipped  with 
one  or  more  electric  motors  either  of  the  direct  current  or 
alternating  current  types.  They  are  installed  on  the  truck 


287 


2SS 


HOISTING  MACHINERY 


Three-Motor  Trollej 


One-Motor  Eleciric  Trolley 


Spur-Gear  HanJ-Power  Trollej 


Electric  Ingot  Stripping  Trolley 


Hydraulic  Ingot  Stripping  Trolley 


TROLLEYS   AND   CARRIERS 


289 


frame — sometimes  being  secured  on  the  girt,  sometimes  on 
the  side  frames  or  on  brackets  secured  to  the  side  frames. 
The  motors  vary  in  design  with  the  needs  of  the  srrx  lo 
in  uhich  the  crane  is  to  be  used  and  the  method  of  de 
sign  followed  by  various  motor  manufacturers.  Thru 
fore,  no  attempt  will  be  made  to  describe  the  motor  con 
struction. 

Crane  trolleys  used  on  the  ordinary  three  motor  crane 
generally  are  equipped  with  two  motors — one  to  operate 
the  I'.oist  and  one  to  traverse  the  trolley.  Auxiliary  drums 
are  installed  on  the  truck  for  service  requiring  more  than 
one  hoiking  line.  They  generally  are  operated  by  an  in 
dependent  motor  but  on  some  crane  trolleys  the  auxiliary 
drum  is  connected  to  the  main  drum  gear  and  both  drum-. 
may  be  operated  by  a  single  motor. 

In  >ome  cases,  however,  a  non-reversing  motor  is  used 
to  operate  the  hoist  and  to  traverse  the  trolley.  By  means 
of  friction  cones  which  are  brought  alternately  into  con 
tact  with  cither  side  of  a  friction  disk,  always  rotated  in 
one  direction  by  the  motor,  the  direction  of  travel  of  either 
the  hoist  or  the  trolley  may  be  reversed  without  stopping 
or  reversing  the  motor.  Trolleys  used  in  some  classes  of 
service,  particularly  steel  manufacture,  have  upward  to 
four  or  five  motors  to  operate  the  various  hoists  or  spe 
cial  attachments  and  accessories. 

Brakes 

Crane  trolleys  having  motors  of  the  alternating  current 
type  arc  usually  provided  with  both  load  brakes  and  mo 
tor  brakes  which  may  be  either  mechanically  or  electri 
cally  operated.  On  trolleys  operated  by  direct  current 
motors  the  load  brakes  may  he  dispensed  with  and  the 
dynamic  braking  system  Utilized. 

Load  Brakes 

Various  types  of  mechanical  load  brakes  are  used,  gen 
erally  employing  friction  disks  to  obtain  the  braking  power. 
One  type  of  friction  disk  brake  employs  a  ratchet  friction 
disk,  two  friction  washers,  a  friction  collar,  a  combined  nut 
and  gear  having  a  friction  surface  on  one  side,  and  a 
screw  shaft  carrying  a  pinion  which  meshes  with  the  gear 
train  of  the  hoisting  apparatus.  This  brake  operates  auto 
matically  in  unison  wth  the  movement  of  the  hoisting 
gear.  When  the  motor  is  cut  off — or  the  speed  varied  in 
the  variable  speed  types — downward  movement  of  the 
load  tends  to  screw  the  shaft  into  the  combined  nut  and 
gear,  gripping  one  of  the  friction  washers  between  the 
frictii  .n  collar  and  the  ratchet  disk  and  the  other  washer 
between  the  ratchet  disk  and  the  friction  surface  of  the 
gear.  A  pawl  engages  the  ratchet  teeth  and  prevents  the 
backward  movement  of  the  ratchet,  thus  holding  the  load 
suspended.  To  continue  the  lowering  movement  or  to 
raise  the  load,  the  motor  must  be  started  and  rotate  the 
gear  train  at  a  speed  sufficient  to  overcome  the  action  of 
the  screw  shaft.  This  type  of  brake  is  enclosed  in  an 
oil  tight  case  and  runs  in  a  bath  of  lubricant. 

Another  type  of  mechanical  load  brake  combines  the 
use  of  friction  disks  and  a  brake  band.  In  this  type  the 
brake  wheel  turns  loosely  on  the  shaft  and  is  encircled  by 
an  automatic  band  which  grips  the  wheel  to  prevent  low 
ering  but  is  released  automatically  in  the  hoisting  move 
ment.  Two  fricticn  disks — the  outside  one  keyed  to  the 
brake  shaft,  the  inside  one  turning  loosely  upon  it — are 
brought  into  contact  with  the  brake  wheel  by  a  clutch 
operated  by  a  two-part  cam  and  acting  upon  the  extended 
hub  of  the  inner  friction  disk.  One  part  of  the  cam  is 


keyed  to  the  shaft,  the  other  turns  Ic.oscly  upon  it  and 
tarries  a  pinion  which  meshes  with  the  intermediate  gear 
of  the  hoisting  drum.  \  pinion  on  the  motor  shaft  meshes 
with  a  gear  on  the  brake  shaft  so  that  when  the  load  is 
being  raised  a  shoulder  on  the  cam  causes  the  pinion  on 
the  brake  shaft  to  drive  the  hoisting  Liear.  When  the  motor 
is  cut  off,  the  cam,  actuated  by  the  force  of  the  descending 
load  assisted  by  a  spiral  spring  encircling  the  cam,  forces 
Ilie  inside  friction  disk  against  the  brake  wheel,  gripping 
the  wheel  between  the  two  di>ks.  This  causes  the  pinion 
on  the  cam  to  retard  the  movement  of  the  hoisting  gear 
and  bold  the  load  suspended  until  the  motor  speeds  up  the 
gear  sufficiently  to  overtake  the  movement  of  the  cam. 

Dynamic  Braking 

Crane  trolleys  operated  by  direct  current  motors  may 
be  equipped  with  the  dynamic  braking  system  and  the  load 
brake  may  be  dispensed  with.  In  this  system  of  braking 
the  energy  developed  by  the  lowering  of  the  load  is  con 
verted  into  electric  current,  part  of  which  is  returned  to 
the  power  line.  A  dynamo — when  energized  by  the  power 
line — acts  as  a  motor  and  furnishes  the  power  required  to 
raise  the  hoist  but  when,  in  the  lowering  operation,  the 
force  of  the  descending  load  is  sufficient  to  overcome  the 
action  of  the  motor,  mechanical  energy  is  supplied  to  the 
dynamo  and  it  automatically  acts  as  a  generator  and  con 
verts  this  energy  into  electric  current. 

The  dynamic  braking  system  serves  only  to  retard  the 
lowering  speed  and  will  not  hold  the  load  suspended. 
Therefore  it  is  necessary  to  equip  the  hoisting  motor  with 
some  form  of  brake  having  sufficient  power  to  hold  the 
load.  On  a  crane  thus  equipped  the  dynamic  brake  is 
first  utilized  to  retard  the  load  and  the  motor  brakes  then 
applied  to  hold  it  suspended.  This  reduces  the  wear  on 
the  motor  brake  to  a  minimum. 

Motor  Brakes 

Crane  motors  are  equipped  with  various  types  of  elec 
trically  operated  brakes.  They  generally  consist  of  some 
form  of  friction  band,  friction  shoes,  or  friction  disks, 
which  are  brought  into  contact  with  some  portion  of  the 
rotating  mechanism — usually  a  wheel  or  disk  on  the  arma 
ture  shaft.  These  brakes  are  magnetically  controlled, 
usually  by  a  solenoid  type  of  magnet.  '  This  type  of  brake 
is  actuated  by  springs  either  attached  directly  to  the  fric 
tion  member  or  acting  upon  a  plunger  controlled  by  the 
magnetic  action  of  the  solenoid  and  operating  levers  which 
apply  or  release  the  brake.  When  the  current  is  cut  off 
the  springs  force  the  brake  against  the  wheel  stopping  the 
motor.  When  the  current  is  again  turned  on,  the  solenoid 
overcomes  the  tension  on  the  springs  and  releases  the 
brake. 

The  friction  disk  type  of ^  motor  brake  generally  is 
controlled  by  a  magnet  of  the  horseshoe  type. 

Geared  Trolleys 

Geared  trolleys  designed  for  light  service  on  cranes  or 
other  machines — upward  to  about  6  to  10  tons  capacity — 
are  generally  operated  by  hand  power  and  are  constructed 
in  a  manner  similar  to  that  of  the  plain  two- wheel  or  four- 
wheel  trolleys.  A  power  sheave  is  used  to  operate  the 
gear  and  it  may  be  attached  directly  to  and  act  on  only 
one  wheel  of  the  trolley ;  may  be  mounted  on  a  separate 
shaft  carrying  a  pinion  which  meshes  with  gears  secured 
to  one  or  more  wheels  on  the  trollev :  or  mav  transmit 


290 


HOISTING    MACHINERY 


o 
H 


w 


W 

Lri 
O 

o 
S 
6 

H 


OVERHEAD  TRACKAGE 


291 


the  power  to  the  trolley  through  a  gear  train  having  one 
or  more  speed  reductions.  The  pendant  hand  chain  is 
pulled  downward  on  either  side  to  propel  the  trolley  in 
either  direction.  Any  of  the  various  types  of  hoists  may 
be  suspended  from  this  type  of  trolley. 

Power-operated  geared  trolleys  are  made  in  larger  and 
more  substantial  designs  having  from  4  to  12  wheels  and 
they  are  used  chiefly  with  electric  hoists.  They  are  usually 
propelled  by  an  independent  motor  carried  on  the  trolley 
itself  or,  when  the  hoist  is  permanently  attached  to  the 
trolley,  on  the  hoist  frame.  They  also  are  used  in  mul 
tiple  for  cab-operated  monorail  hoists  and  telphers. 

Plain    Trolleys 

Plain  trolleys — often  called  travelers  or  carriers — are 
the  simplest  form  of  the  overhead  carrier.  They  are  used 
in  conjunction  with  some  form  of  hoist  and  are  used  in 
industrial  plants,  warehouses,  power-plants  or  other  places 
where  only  light  or  occasional  service  is  required  of  the 
hoisting  apparatus. 

For  very  light  service,  a  two-wheel  carrier  may  be 
used.  The  wheels  are  double  flanged  and  travel  on  top 
of  a  plain  rail ;  on  various  special  inverted  rails ;  or  on 
the  upper  flange  of  an  I-beam.  Usually  the  axles  are 


fixed  in  two  side  frames  of  steel  plate  which  project  be 
low  the  track  and  support  a  hook,  an  eye,  or  a  clevis,  to 
which  the  hoist  apparatus  may  be  attached ;  or  a  hoist 
may  be  permanently  secured  to  the  frames.  Generally  the 
wheels  are  provided  with  some  form  of  roller  or  ball 
bearings  and  turn  loosely  on  the  axles.  This  type  of 
trolley  is  suitable  only  for  light  service  ranging  upward 
to  about  two  tons,  and  is  not  used  where  frequent  heavy 
service  is  required. 

For  slightly  heavier  service,  a  plain  four-wheel  carrier 
is  used  on  hand-operated  cranes  or  on  monorails.  This 
type  usually  consists  of  two  sets  of  wheels — one  set  of 
two  wheels  on  each  side  of  the  I-beam — turning  on  pin 
type  axles  fixed  at  one  end  in  side  frames  of  steel  plate, 
forged  steel,  or  steel  casting  and  traveling  on  the  lower 
flanges  of  the  I-beam.  The  hoist  suspension  is  attached 
to  an  equalizing  crossbar  which  is  supported  by  the  lower 
part  of  the  side  frame  and  distributes  the  load  uniformly 
on  all  the  wheels. 

Lightly  constructed  trolleys  and  carriers  are  also  used 
on  cableways  and  rope  tramways.  These  devices  have  fea 
tures  of  construction  and  operation  peculiar  to  the  service 
for  which  they  are  designed.  They  are  shown  in  the 
chapter  on  cableways  and  tramways. 


Overhead   Trackage 


Overhead  Trackage — generally  called  monorail — used 
with  the  various  forms  of  hoists  and  other  overhead  carry 
ing  devices  consists  of  some  form  of  rigidly  supported 
beam  on  which  the  trolleys  or  carriers  may  travel.  It  may 
be  made  of  a  plain  steel  bar,  with  the  trolley  traveling  on 
the  top  of  the  bar;  a  single  I-beam  or  double  I-beam,  with 
the  trolley  traveling  either  on  top  of  the  beam  or  on  the 
lower  flanges;  or  it  may  consist  of  a  specially  formed 
double-flanged  rail.  These  tracks  may  be  supported  on 
specially  constructed  trestles  or  may  be  secured  to  brackets 
or  other  structures  attached  to  some  part  of  a  building. 
A  cable  type  of  trackage — used  chiefly  for  cable  telpher 
systems  and  for  cableways  and  tramways — consists  of  a 
single  or  double  track  cable  carried  on  cable  hangers,  which 
may  be  suspended  from  special  towers,  bents,  or  trestles,  or 
from  brackets  secured  to  a  building.  This  type  of  trackage 
is  described  in  the  chapter  on  cableways. 

Track 

The  I-beam  form  of  overhead  trackage  is  extensively 
employed  in  the  construction  of  monorail  systems  and 
may  consist  of  either  a  single  or  double  beam.  The 
single-beam  type  is  the  most  commonly  used,  and  it  gen 
erally  is  suspended  so  that  the  lower  flanges  of  the  I-beam 
are  unobstructed.  This  permits  the  free  travel  of  the 
trolley  or  carrier  from  which  the  hoist  or  other  material 
handling  device  may  be  suspended.  In  some  cases,  how 
ever,  the  beam  is  installed  so  that  the  travel  may  be  on 
top  of  the  beam.  The  double-beam  overhead  track  is  used 
where  a  very  heavy  capacity  is  required.  This  type  of 
construction  consists  of  two  I-beams  placed  side  by  side, 
usually  with  the  adjacent  inside  lower  flanges  free,  so  that 
the  trolley  wheels  may  travel  on  them.  Sometimes  the 
double  track  also  is  arranged  so  that  the  trolley  may 
travel  on  top  of  the  beams.  In  many  cases  the  trolley 
wheels  rest  directly  on  the  flanges  of  the  I-beam,  but  in 
the  best  modern  practice — particularly  in  heavy  service— 


the  wheels  travel  on  wearing  strips  of  hard  steel  or  on 
T-rails  laid  on  the  beam. 

A  form  of  double  trackage  used  quite  extensively  for 
heavy  service  monorail  systems  consists  of  a  single  I-beam 
having  a  standard  T-rail  secured  to  each  side.  The  heads 
of  the  T-rails  rest  on  the  top  edge  of  the  lower  flanges 
and  are  secured  in  place  by  bolts  extending  through  the 
webs  of  the  rails  and  through  filler  or  spacing  blocks  placed 
at  intervals  between  the  rails  directly  under  the  I-beam. 
The  T-rails  are  thus  held  firmly  in  place  without  requir 
ing  the  drilling  of  holes  in  the  I-beam  and  provide  a 
double-rail  track  with  the  use  of  only  a  single  beam. 

Another  type  of  monorail  known  as  the  Coburn  track 
is  quite  extensively  used  for  light  service.  This  track 
consists  of  a  double-flanged  rail,  the  flanges  being  turned 
inward  and  upward  so  that  a  double  groove  is  formed  on 
the  inside  of  the  rail  with  an  open  space  between  the 
flanges.  The  trolley  wheels  travel  on  these  inside  flanges 
and  the  trolley  hangers  extend  downward  through  the 
opening  between  the.  flanges. 

The  plain  bar  or  flat  rail  type  of  track  consists  of  a 
simple  straight  bar — usually  having  the  edges  rounded. 
The  load  bearing  trolley  wheels  travel  on  top  of  the  rail, 
but  in  some  cases  an  additional  set  of  wheels  running 
under  the  rail  is  also  provided.  This  tends  to  give  greater 
stability  to  the  trolley  as  it  is  propelled  along  the  track. 
This  type  of  track  is  simple  in  construction  and  application 
and  is  especially  suitable  for  a  light  capacity  monorail 
system. 

Switches 

In  a  complete  monorail  system  designed  to  operate 
throughout  various  departments  of  a  manufacturing  plant 
where  continuous  track  can  not  always  be  installed,  it  is 
necessary  that  some  means  be  provided  to  permit  a  trolley 
to  pass  from  one  line  of  trackage  to  another.  In  some 
cases,  this  is  accomplished  by  a  simple  latching  device 


_"  >2 


HOISTING  MACHINERY 


Equalizing  Trolley 


Plain   Bar  Trollcv 


(Jearcd    Trolle 


Racking    Trolley    Mounted    on    Hand-Operated    Single 
I-Beam   Crane 


Circular   Track   for   Rotating    Overhead   Traveling    Crane 


Tvvo-Way  Switch 


Turntable 


Turntable 


Rotating  Switch 


OVERHEAD  TRACKAGE 


293 


which  insures  that  a  monorail  on  a  traveling  crane  or 
transfer  bridge  will  line  up  with  a  stub  track  or  a  cross 
over,  and  thus  permit  the  trolley  to  safely  pass  from  one 
track  to  another.  However,  it  sometimes  is  necessary  to 
diverge  from  the  main  track  at  angles  varying  upward  to 
9J  degrees,  and  this  requires  that  special  switching  devices 
be  employed.  In  such  cases  a  tongue  switch  of  the  two- 
way  or  three-way  type,  a  rotating  switch,  or  a  turntable 
is  used.  These  may  be  arranged  so  that  they  may  be  oper 
ated  from  the  lloor  or  from  the  cab  of  a  monorail  hoist. 
On  a  single-track  system  a  by-pass  or  side  track  is  often 
provided  so  that  the  travel  may  be  in  both  directions  with 
out  interference. 

Tongue  Switch 

The  tongue  switch  is  used  where  the  track  cingle  of 
divergence  is  not  great.  It  may  be  made  either  two-way — 
connecting  two  tracks;  or  three-way,  connecting  three 
tracks.  This  type  of  switch  is  made  in  two  parts,  one  part 
being  fixed  and  the  other — the  tongue — being  hinged  so 
that  it  may  be  moved  sidewise.  The  fixed  part  of  the 
switch  consists  of  two  or  three  sections  of  rail  secured 
to  the  ends  of  the  converging  tracks,  and  the  tongue  is 
a  single  section  hinged  to  the  end  of  the  track  with  which 
the  others  are  to  be  connected.  In  the  operation  of  this 
type  of  switch,  the  movement  of  the  tongue  is  controlled 
from  the  floor  by  pendant  chains  or  cords.  It  usually  is 
provided  with  an  automatic  alinement  device  and  with  rail 
guards  or  baffles  which  prevent  the  trolleys  from  running 
off  the  open  track  ends. 

These  baffles  may  be  either  mechanically  or  electrically 
operated.  Ore  type  of  mechanical  baffle  is  designed  to 
automatically  raise  or  lower  as  the  switch  tongue  is 
moved.  As  the  tongue  is  moved  away  from  a  spur  track 
the  baffle  at  that  point  automatically  lowers  into  place,  and 
as  tin-  tongue  engages  with  another  of  the  connecting 
spurs  the  baffle  at  that  point  automatically  raises.  Thus 
the  track  ends  are  protected  at  all  times. 

•Tin;  electric  baffle  is  operated  by  means  of  circuit 
breakers  on  the  current  conductor  lint'.  Tt  is  arranged  so 
that  when  the  switch  tongue  is  latched  to  the  spur  track 
the  conductor  0:1  the  switch  and  on  the  spurs  leading 
to  it  arc  energized.  If,  however,  the  tongue  is  not  -ccurely 
latched  to  the  spur  the  current  is  broken  and  the  con 


ductor  line  is  then  dead  for  some  distance  each  side  of 
the  switch.  When  the  switch  tongue  is  not  in  proper 
alinement  a  semaphore  indicates  the  fact  to  the  hoist 
operator.  The  break  in  the  current  circuit  also  causes 
the  application  of  the  electric  brake  on  the  hoist  trolley 
and  brings  the  apparatus  to  a  stop. 

Rotating  Switch 

The  rotating  switch  i*  designed  to  connect  either  of 
two  straight  tracks  or,  by  the  use  of  curved  section*  of 
track,  it  may  be  arranged  to  permit  the  use  of  tw-j  tracks 
at  the  same  time.  It  consists  of  a  rotating  frame  or  turn- 
lalile  having  on  the  under  side  two  curved  sections  and 
one  straight  section  of  track.  The  device  is  installed  at 
the  intersection  of  two  monorail  tracks  crossing  each  other 
at  right  angles,  the  track  sections  being  located  on  the 
frame  so  that,  by  rotating  the  switch,  the  straight  section 
may  connect  either  straight  line  of  track  or  the  curved 
sections  may  connect  both  right-angle  lines,  thus  per 
mitting  travel  on  both  tracks  independent  of  each  other. 
The  rotating  frame  rests  on  roller  or  ball  bearings  and 
is  manipulated  by  pendant  cords,  which  may  be  reached 
from  the  floor  or  from  a  cab. 

Turntable 

The  monorail  turntable  is  used  where  there  is  not 
sufficient  space  to  permit  a  curved  section  of  track,  but 
where  it  is  sometimes  necessary  to  transfer  a  trolley  from 
one  track  to  another  at  right  angles  to  it.  It  differs  from 
the  rotating  switcli  in  that  it  does  not  connect  two  lines 
of  diverging  track  and  thus  permit  continuous  travel. 
The  trolley  must  be  run  from  one  track  to  the  turntable 
rail-section  and  the  turntable  then  rotated  so  that  the 
trolley  may  pass  from  it  to  the  other  fixed  track.  The 
turntable  base  consists  of  a  steel  casting  resting  on  and 
bolted  to  the  four  ends  of  the  abutting  tracks  and  the 
rotating  portion  of  the  turntable  turns  on  ball  or  roller 
bearings  resting  in  a  groove  in  the  base.  It  is  provided 
with  track  guards,  located  so  that  as  the  table  is  rotated 
the  trolley  can  not  run  off  the  ends  of  the  fixed  tracks. 
The  turntable  is  operated  by  pendant  cords  or  chairs,  gen 
erally  arranged  so  that  thev  may  be  reached  either  from 
the  floor  or  from  the  cab  of  a  monorail  hoist. 


294 


HOISTING  MACHINERY 


C     Q  Jt  .*;  t3  w  -ft.  .&, 

§     ^J  CQ  Co  ^  ^,  ^  V, 


O 

•M 

w 

3 


CO  2;  O  ' 


5  ,-1  CM  ro  TT  in  v 


•   rf   TJ-  LO  iti  \n  i/l  v 


•a 
g 


Q 


^    ^  ^ 

C     ?     '«  -~     *- 


t.    V.    V.    W    V.  «. 

tj      (u      ^      «j      (u  ~      ^ 

ii    t~    EJ    ft    S<   -*j    E    ^ 

-)^4^M^uJ 


-e  ^ 

K  "^ 

a 
^  "S 

*  :§  ^  .§ 

^  c^  *TS  Q 


K-J    , 


- 

Ss   aap   oo 


V  ti,  ^  tt,  '^  i 

vOt^-CJOQNO^^^'f 


Winches 


W[N(  IIK--  \,(K  USED  to  operate  many  of  the  machines 
used  in  material  handling  operations.  They  are 
adapted  for  use  with  general  service  hoisting 
apparatus  such  as  elevators,  derricks,  or  cranes ;  on  board 
ship  for  operating  the  cargo  handling  gear;  in  mines  for 
haulage  or  hoisting  purposes;  for  operating  cablevvays; 
and  for  various  other  similar  purposes.  They  vary  in, 
design  from  the  small  single-drum  hand-operated  winches 
used  on  small  derricks  to  the  large  multiple-drum  power- 
operated  types  used  on  the  larger  material  handling  ma 
chines.  They  may  he  mounted  on  a  separate  fixed  founda 
tion  ;  on  a  portable  platform  or  on  skids ;  or  secured  to 
some  part  of  the  machine  which  they  operate. 

In  general  design  a  winch  consists  of  a  wooden  or  metal 
frame  in  which  one  or  more  drums  are  mounted  mi  hori 
zontal  shafts  turning  in 
bearings  secured  to  the  side 
members  of  the  frame. 
The  drums  may  be  rotated 
by  means  .>£  a  large  gear 
mounted  directly  on  the 
drum  itself  and  meshing 
with  a  single  small  gear  or 
pinion  on  the  power  shaft ; 
by  a  gear  train  acting  di 
rectly  on  the  drum  itself; 
or — in  the  power  operated 
types — by  various  designs 

of  frictions  drive  or  clutches.     i> > »,„ 

The     hoisting     or     haulage 

line  is  secured  to  one  side  of  the  drum  and  is  wound  or 
unwound  as  may  be  desired  by  rotating  the  drum  in 
either  direction.  Sometimes  the  drum  shafts  are  extended 
beyond  the  side  frames  and  a  winch-head — often  called  a 
gypsy-head  or  nigger-head — is  secured  to  one  or  both  ends. 
In  the  operation  of  this  device  the  rope  is  not  made  fast 
but  is  simply  given  two  or  more  turns  around  the  winch- 
head,  the  loose  end  being  held  by  the  operator  and  hauled 
in  or  payed  out  as  required,  the  friction  thus  obtained  be 
ing  sufficient  to  permit  the  moving  of  a  considerable  load. 

1  fand  w  inches  are  operated  by  hand  cranks  which  are 
applied  to  one  or  both  ends  of  the  power  shaft  and  turned 
by  manual  labor,  while  power  winches  are  usually  operated 
by  steam,  gasoline,  or  electric  power — sometimes  by  air  or 
water  power.  Winches  of  very  light  capacity  may  be  con 
trolled  without  the  use  of  a  brake,  only  a  pawl  being  used 
to  engage  the  teeth  of  the  large  gear  on  the  drum,  but, 
on  the  larger  types  of  winches,  some  form  of  friction  brake 
or  clutch  is  used. 

Hand  Winches 

Hand-operated  winches  are  used  on  small  hand-power 
derricks,  jib  cranes  and  pillar  cranes;  on  other  material 
handling  machines  of  light  capacity ;  or  as  an  independent 
hoisting  or  haulage  apparatus.  They  are  made  with  a 
single-drum ;  a  double  or  two-part  drum  on  a  single  shaft ; 
or  with  two  separate  drums  on  independent  shafts.  They 
may  be  of  the  single-purchase  type — power  applied  through 
a  single  gear  and  pinion;  of  the  worm  gear  type — a  type 
of  single-purchase ;  of  the  double-purchase  type — power 
applied  through  either  a  single  gear  and  pinion,  or  through 
a  gear  train;  or  the  triple-purchase  type. 

The  single-purchase  hand-power  winch  is  designed  to 
apply  the  power  by  means  of  a  pinion  mounted  on  the 


Hand  Power:  Single,  Double,  and  Triple  Pur 
chase;  One-Drum,  Double-Drum,  Two- 
Drum. 

Power    Operated:    Steam — Direct    and    Steam 
Line  Connection;  Gasoline;  Electric. 
Belt  and  Gear  Driven;  Friction  and  Clutch 
Drive. 

Portable  and  Fixed  Types  with  Single, 
Double  and  Multiple  Drums  and  Winch 
Heads. 


power  shaft  and  mealing  directly  with  the  gear  on  the 
drum.  It  is  operated  by  one  man  or  two  men  by  placing  a 
hand  crank  on  either  end  or  both  ends  of  the  power  shaft. 
The  capacity  of  hand  winches  of  the  single-purchase  type 
ranges  upward  to  about  I1/,  tuns. 

The  worm-geared  hand-power  winch  is  especially  adapted 
for  use  where  it  is  necessary  to  hold  the  load  suspended. 
In  this  type  of  winch  a  worm  wheel  is  secured  to  one  end 
of  the  drum  and  meshes  with  a  worm  on  a  short  shaft 
to  which  is  attached  a  hand  crank  by  which  it  is  operated. 
Xo  brake  is  required  as  the  load  will  remain  suspended 
when  the  hand  crank  is  released.  It  is  made  in  capacities 
ranging  upward  to  about  1,500  Ib. 

The  double-purchase  winch  is  operated  by  either  or  both 
of  two  power  shafts.  One  shaft  is  geared  through  a  pinion 

directly  to  the  drum  gear 
in  the  >ume  manner  as  on 
a  single-purchase  winch 
and  an  intermediate  gear  on 
this  shaft  meshes  with  a 
pinion  on  the  second  shaft. 
This  provides  two  speeds 
of  operation  as  the  power 
may  be  applied  to  either  of 
the  shafts,  the  shaft  with 
direct  action  on  the  drum 
gear  giving  a  greater  speed 
but  a  lighter  capacity  than 

'"""" that  which  acts  through  the 

intermediate  gear.    Winches 

of  the  double-purchase  types  may  be  operated  by  either 
one,  two,  or  four  men.  They  range  in  capacity  upward 
to  about  21A  tons. 

Hand  power  winches  may  be  either  of  the  single-pole 
or  the  double-pole  types.  The  single-pole  winch  as  its 
name  implies  is  designed  to  be  attached  to  a  derrick  mast : 
to  the  column  of  a  jib  crane;  or  to  any  other  single  upright 
support.  In  construction  this  type  of  winch  is  a  modifica 
tion  of  the  double-pole  winch  or  of  those  mounted  on  a 
portable  standard  or  frame.  Being  used  chiefly  for  very 
light  work  requiring  only  a  single  hoisting  line,  the  single- 
pole  winch  generally  is  provided  only  with  a  single  drum 
but  may  have  either  a  single  or  double-purchase  gear  and 
be  equipped  for  either  one  or  two-man  operation  as  condi 
tions  require. 

Power  Winches 

Power  operated  winches  are  made  for  both  hoisting  and 
haulage  service  and  are  used  on  practically  all  the  heavier 
types  of  material  handling  machines.  They  are  equipped 
with  one  or  more  winding  drums  and  may  also  have  ex 
tended  shafts  provided  with  winch-heads  which  permit 
the  use  of  additional  lines  for  slewing  or  other  light  work. 
They  may  be  designed  to  perform  work  only  when  the 
drum  is  rotated  in  one  direction  or  may  be  of  the  re 
versible  type. 

Friction  clutches  are  extensively  used  on  winches  of  the 
power-operated  types.  This  form  of  control  permits  a 
gradual  application  of  the  power  to  the  winding  drum  and 
may  easily  be  manipulated  so  as  to  minimize  the  stresses 
due  to  starting  a  heavy  load.  The  device  usually  consists 
of  a  series  of  cone  or  wedge  shaped  friction  blocks  secured 
to  the  side  of  the  gear  on  the  winding-drum  shaft  and 
aligned  with  a  corresponding  recess  or  groove  on  the  ad- 


295 


296 


HOISTING  MACHINERY 


WINCHES 


297 


Single   Drum,  Double   Purchase 


Double    Drum.    Single    Purchase 


Worm     Gear 


Single   Drum,   Single   Purchase 


Single    Drum,    Double    Purchase  Single   Drum,   Single   Purchase 

Hand   Power   Winches 


298 


HOISTING  MACHINERY 


c 
H 


WINCHES 


299 


jaccnt  •flange  of  llic  drum.  The  friction  surfaces  of  the 
blocks  may  be  of  wood;  asbestos;  cork;  various  fabrics; 
or  special  compositions  of  metals  having  high  frictional 
qualities.  The  clutch  is  operated  by  means  of  a  quick-pitch 
screw  which  forces  the  drum  along  the  shaft  and  into  con 
tact  with  the  friction  blocks. 

Clutches  of  the  sliding  types  are  also  used  on  many 
power  winches.  One  design  of  this  type  consists  of  a 
planetary  gear  train  and  a  three-part  toothed  clutch.  Teeth 
cut  in  both  edges  of  the  internal  gear,  which  is  free  to 
slide  back  and  forth  on  the  drum  shaft,  forms  a  double 
clutch  member  which  may  be  brought  into  mesh  with 
teeth  on  either  of  two  fixed  clutch  members— one  secured  to 
the  web  of  the  large  drum  gear,  the  other  to  the  gear  case. 
This  provides  for  two  speeds  the  maximum  speed  being 
obtained  when  the  sliding  clutch  is  in  contact  with  that  on 
the  drum  gear.  When  the  sliding  member  is  in  contact 
with  the  part  fixed  to  the  gear  case  the  speed  of  the  drum 
is  reduced  to  that  of  the  planetary  gear  which  rotates  about 
the  drum  shaft.  When  it  is  desired  to  stop  the  movement 
of  the  drum  the  sliding  clutch  is  thrown  into  a  neutral 
position— not  in  mesh  with  either  of  the  fixed  members. 

Steam  Winches 

Steam  winches  generally  have  the  boiler  mounted  on  the 
platform  with  the  winch  thus  making  a  self-contained  port 
able  unit.  Where  a  power  plant  is  available,  however, 
many  of  them  are  provided  with  piping  so  that  they  may 
be  connected  to  a  steam  line  which  permits  their  use  with 
out  the  necessity  of  maintaining  an  independent  steam  boiler. 

Electric  Winches 

Electric  winches  obtain  power  from  an  adjacent  power 
line,  by  means  of  a  plug-in  connection.  They  may  have 
the  control  device  installed  on  the  machine  itself  or  may 


be  provided  with  remote  control — a  portable  controller  con 
nected  to  the  winch  motor  by  a  flexible  cable  which  permits 
the  operator  to  stand  in  view  the  work  while  the  winch 
itself  may  be  placed  in  any  convenient  location. 

Gasoline  Winches 

Gasoline  winches  are  especially  adapted  for  use  where 
lack  of  suitable  fuel  and  water  makes  it  difficult  and  expen 
sive  to  obtain  steam  power,  or  where  electric  power  is  not 
available.  They  are  particularly  suitable  for  use  where  a 
portable  machine  is  desired.  The  construction  of  the  winch 
itself  is  substantially  the  same  as  the  steam  or  electrically 
operated  winches  but,  as  the  gasoline  supply  is  carried  on 
the  same  mounting  it  is  a  self-contained  unit  and  is  easily 
moved  as  the  work  requires.  They  are  made  with  one ; 
two ;  or  three  drums,  sometimes  being  also  equipped  with 
derrick  swinging  gear  or  with  winch  heads. 

Horse-Power  Winch 

The  horse-power  winch  or  "whim"  as  it  is  sometimes 
called  is  adapted  for  use  where  only  occasional  light  serv 
ice  is  required  or  in  remote  districts  where  other  power  is 
not  available.  This  type  of  winch  usually  consists  of  a 
single  drum  rotated  by  bevel  gears  attached  to  one  of  the 
drum  flanges  and  meshing  with  bevel  gears  on  a  vertical 
shaft.  This  shaft  is  rotated  by  means  of  a  beam— sometimes 
bcMiig  12  ft.  in  length— to  which  a  horse  or  mule  is  hitched 
at  the  outer  end  and  travels  in  a  circle  around  the  winch. 

In  a  modification  of  this  type  of  winch,  the  vertical  shaft 
is  placed  apart  from  the  winding  drum  and  is  connected  to 
it  by  means  of  chains  passing  around  large  pulleys  on  the 
bevel  gear  shaft  and  the  drum  shaft.  These  machines  may 
be  equipped  with  single  gears  for  one  speed  only  or  with 
double  gears  for  two-speed  operation. 


300 


HOISTING    MACHINERY 


n    o  o    g 
03    *  15  CO 


E   |  E  5   E 

<</><« 


2_2        :  f   «i 
i-o.        -J  £ 

U  DHD-a.?r  «  OH*'""'' 

>         j->>>-  >  >>1>V4_; 

"-" ^  o  iJi"Ji™i!cc1"™ 

-I  <!  I2</:  2  en  a 


o 
co 


BH 
X 
CO 

j: 


as 

a! 


£ 


Accessories 


M 


ANY    IIIKFKKKNT    MATKklAI.    handling    devices    have    hici: 

(level*  ped     as     accessories     to     cranes,     derricks. 

cableways,  and  other  material  handling  machin 
ery,  and  they  have  greatly  increased  the  usefulness  of 
such  machines.  They  include  buckets,  tubs,  skips  and 
baskets;  electric  magnets;  grapples  of  both  the  manna! 
and  automatic  types;  grab-hooks,  slings  and  other 
devices. 

These  accessories  are  indispensable  to  the  proper 
utilization  of  material  handling  machinery  in  manufac 
turing  plants,  or  in  railroad  or  marine  operations,  for 
handling  loose  or  heavy  materials;  or  in  construction 
work  to  handle  the  building  materials  and  to  facilitate 
erection  work.  Buckets,  particularly  grab-buckets  of 
the  automatic  types,  should  be  used  where  large  quanti 
ties  of  loose  material  are  handled;  tubs  and  skips  for 
loose  material  or  small  parts  not  suitable  for,  or  liable 
to  breakage  if  handled 
with  a  grab-bucket;  grab- 
hooks  and  slings  for  large 
pieces,  such  as  blocks  of 
stone,  poles,  lumber,  gird 
ers  and  bulky  packages, 
and  electric  magnets  for 
handling  either  scrap  or 
manufactured  metals. 


Buckets 


Buckets:      Grab;      Drag- Line;      Self-Dumping 
(Turnover,   Bottom   Dump) ;   Plain   Bail. 

Baskets;  Nets;  Skips;  Cinch  Boards;  Grapples; 
Hooks;  Tongs;  Slings;  Counterweights. 

Magnets:     Circular    and     Rectangular;     Safety 
Devices;   Magnet  Control;  Cable  Take-Up. 


Sheave   Blocks.     Wire  Rope. 
Automatic  buckets  origi 
nally  were  considered  only 
as  digging  and  loading  de 
vices,    but    their    wider    field    of  usefulness   has   now   be- 
cottie    generally    recognized.      Buckets    of    various    designs 
have    been    devoloped,    and    these    may-    be    divided    into 
four  classes  or  types:    Grab-buckets   of  the  clam-shell, 
orange-peel  or  scraper  designs;  drag-line  buckets;  turn 
over     buckets ;     and    bottom-dump    buckets.      These     may 
be    used    successfully    on    any     machine   having     one     or 
more    hoisting     lines.      They     are     especially     adapted     to 
such  service  as  handling  fuel  and  ashes  in  power  plants; 
in  foundries,  or  other  operations  where  loose  materials 
such  as  coal,  coke,  and  ore  are  used;  to  dig  earth,  sand, 
or  gravel  and  load  it  into  a  car,  barge  or  other  vehicle; 
to  unload  any  loose  material  and  handle  it  into  storage 
or   to   re-handle   it   from   storage   and   convey   it   to   the 
point  at   which   it   is   to   be  used;   to   handle   mortar   or 
concrete  in  construction  work;   and   for  dredging. 

Grab-Buckets 

Grab-buckets  of  the  various  types  are  all  operated  in 
a  similar  manner,  being  opened  and  closed  automatically 
by  means  of  lines  connected  with  the  hoisting  mecha 
nism.  They  are  designed  with  power  wheels,  power 
arms,  or  with  a  series  of  sheaves  or  levers,  and  they 
perform  either  a  scooping,  scraping  or  a  digging  opera 
tion  as  they  close. 

The  closing  power  of  a  grab-bucket  must  be  adequate 
to  meet  the  conditions  under  which  it  is  to  be  operated, 
and  this  may  be  assured  by  using  a  single  part  line,  a 
two-part  or  a  several-part  line — the  line  being  reeved 
through  two,  three,  four,  five,  or  six  sheaves  as  the 
case  may  be.  The  closing  power,  and  consequently  the 


digging  capacity,  becomes  greater  as  the  number  of 
parts  of  the  line  passing  over  sheaves  is  increased,  but 
the  speed  of  operation  becomes  less.  Therefore,  a 
bucket  for  handling  fine  loose  material  requires  only  a 
single  line,  or  a  two-part  line,  while  a  bucket  intended 
for  handling  heavy,  coarse  material,  or  for  digging  pur 
poses  should  have  a  greater  number  of  parts  of  the 
line  reeved.  In  two-line  operation,  which  is  most  com 
monly  used,  a  holding  line. and  a  closing  line — each  con 
trolled  by  a  separate  drum  on  the  hoisting  winch — are 
used.  Buckets  operated  in  this  way  are  raised  or  low 
ered  by  the  holding  line,  while  the  opening  and  closing 
of  the  bucket  is  accomplished  by  a  closing  line  reeved 
through  two  or  more  sheaves.  They  may  be  used  on 
any  crane,  derrick,  or  other  machine  equipped  with 
two  drums  in  addition  to  the  mechanism  required  to 
operate  the  various  parts  of  the  machine  itself. 

For  single-line  opera 
tion  the  bucket  is  designed 
so  that  a  single  line  acts 
as  both  a  holding  and  a 
closing  line.  It  is  so  pro 
portioned  that  it  is  auto 
matically  opened  by  grav 
ity,  as  it  hangs  free  and  is 
locked  in  the  open  posi 
tion  by  means  of  a  dog 
which  engages  in  the 
bucket  mechanism.  In  op 
eration  the  bucket  is  low 
ered  onto  the  material  to 
be  handled  which  causes 

the  release  of  the  dog  and  permits  the  bucket  to  close 
and  fill  as  it  is  hoisted.  A  trip  is  provided  so  that  the 
bucket  may  be  opened  and  the  load  dumped,  while 
suspended  in  the  air.  Buckets  of  this  type  arc  used 
with  overhead  cranes,  unloading  bridges,  monorail 
cranes,  cableways  and  other  material  handling  machin 
ery  having  only  one  drum  available  for  bucket  oper 
ation. 

Either  the  two-line  or  the  single-line  method  may  be 
used  in  duplicate  and  they  are  arranged  in  that  way 
on  some  buckets  to  impart  stability  as  well  as  to 
increase  the  closing  power. 

For  general  service,  the  ends  of  the  lines  are  attached 
directly  to  the  bucket  but  when  used  on  some  types  of 
machines  such  as  coal  storage  bridges  and  other  unloading 
machines,  the  bucket  generally  is  suspended  and  operated 
in  the  bight  of  the  line.  In  such  cases,  one  end  of  each 
line  is  secured  either  to  the  trolley  or  to  the  trackway. 
The  lines  then  pass  through  sheaves  in  the  upper  and 
lower  heads  of  the  bucket  and  the  other  ends  of  the  lines 
are  attached  to  the  hoisting  drums. 

A  good  quality  of  flexible  wire  rope  is  preferable  for 
bucket  operation  and  is  in  general  use,  but  some  parts 
of  bucket  operation  may  be  properly  performed  by 
chains,  and  they  are  used  on  a  great  many  buckets, 
particularly  those  of  the  power-wheel  type.  All  ropes 
and  chains  should  be  reeved  so  that  they  are  protected 
from  chafing. 

The  scoops  of  grab-buckets  should  be  constructed  of 
steel  plate  and  fitted  with  forged  steel  or  properly 
annealed  steel  parts.  The  shape  of  the  scoop  must  be 


301 


302 


HOISTING  MACHINERY 


Chain     Operated     Power-Wheel     Clam-Shell     Bucket     for 
Handling    Loose    Materials.      Two-Line    Operation 


Rope    Operated    Power-Arm    Clam-Shell    Bucket   for   Han 
dling    Loose    Materials.      Two-Line    Operation 


Rope     Operated     Power-Wheel     Clam-Shell     Bucket     with 
Supplementary    Sheaves.      Two-Line   Operation 


Two-Rope  Grab  Bucket  for  Handling  Loose  Materials  and 
Light  Excavation   Work.     Two-Line   Operation 


Rope-Reeved    Sheave   Type   Clam-Shell   Bucket   with    Dig. 
ging   Teeth.     Two-Line   Operation 


Rope-Reeved  Grab  Bucket  Operated  in  Bights  of  Line  on 
Bridge  Cranes,  etc. 


ACCESSORIES 


303 


suitable  for  the  service  in  which  it  is  to  be  used.  A 
bucket  for  handling  loose  material  should  have  a  scoop 
formed  so  that  it  will  offer  the  least  possible  resistance 
to  the  material;  the  scoop  of  the  scraper  type  should 
have  a  shape  to  facilitate  its  operation  in  a  horizontal 
line  for  clean-up  work  and  leveling  off;  and  those 
buckets  intended  for  dredging  and  general  digging  pur 
poses  should  have  the  scoop  so  shaped  that  the  down 
ward  or  digging  motion  will  continue  until  the  bucket 
fills  and  closes.  The  digging  capacity  of  a  clam-shell 
bucket  may  be  greatly  increased  by  attaching  hardened 
steel  blades  or  pointed  teeth  to  the  working  edges  of 
the  scoops,  and  it  may  then  be  used  in  heavy  excavation 
work. 

The  closing  or  purchase  arms,  or  the  closing  levers, 
should  preferably  be  of  a  rolled  steel,  but  some  designs 
of  closing  arms  may  be  constructed  of  annealed  cast 
steel  of  adequate  section  to  give  the  required  strength. 
All  sheaves  and  power  wheels  for  buckets  of  large 
capacities  should  be  of  cast  steel ;  a  good  quality  of 
gray  iron  casting  may  be  used  on  smaller  buckets. 
The  sheave  pins  and  closing  arm  shaft  should  be  of 
large  diameter  hardened  rolled  steel  to  reduce  wear  to 
a  minimum. 

The  weight  of  the  moving  parts  generally  is  concen 
trated  as  much  as  possible  on  the  lower  head  and  on  many 
types  of  buckets  this  is  sufficient  to  cause  it  to  open  promptly 
as  the  closing  line  is  slacked  off.  In  some  designs,  how 
ever,  additional  weight — a  counterweight — is  secured  to 
the  hinge  shaft  or  some  other  part  of  the  lower  head  of 
the  bucket  to  insure  a  rapid  opening  movement  when  the 
lines  are  slacked  off. 

Provision  should  be  made  for  the  easy  and  efficient 
lubrication  of  all  moving  parts,  and  wherever  possible 
such  parts  should  be  encased  to  exclude  dirt  and  to  pre 
vent  oil  drippage. 

Clam-Shell   Type 

The  clam-shell  bucket  is  a  type  of  grab-bucket  used 
largely  for  handling  sand,  gravel,  ore,  and  coal,  or  for 
other  loose  materials  which  do  not  pack  tightly  or  may 
be  dug  easily.  This  type  of  bucket  usually  is  operated 
by  the  two-line  method,  though  the  single-line  method 
sometimes  is  used.  In  the  two-line  method,  the  holding 
line  is  secured  to  some  part  of  the  bucket  closing 
mechanism. 

In  the  power-wheel  type  the  closing  line  is  secured 
to.  and  wound  several  turns  around,  a  drum  or  power- 
wheel  and  passes  upward,  over  a  sheave,  to  the  hoisting 
mechanism.  Short  closing  chains  or  cables,  fastened  to 
the  bucket  head  and  to  the  drum  or  power-wheel  shaft, 
wind  on  the  shaft  as  the  closing  line  is  raised  and,  the 
drum  shaft,  being  secured  to  the  scoop  arms,  draws  the  arms 
upward,  and  the  scoops  inward,  closing  the  bucket.  The 
bucket  is  dumped  by  stopping  the  hoisting  drum  thus 
making  fast  the  holding  line  and  then  slacking  off  the 
closing  line. 

Another  design  of  power-wheel  bucket  has  two  closing 
chains  fastened  to  shackles  at  opposite  ends  of  the  hinge 
shaft  and  carried  up  over  sheaves  suspended  from  the  head 
block,  thence  around  the  closing  drum,  which  is  loosely 
mounted  on  the  hinge  shaft  and  provided — at  opposite 
points  on  its  circumference — with  "U"  bolts  to  which  the 
closing  chains  are  fastened.  To  insure  an  equal  division 
of  the  load  strain  between  the  two  chains,  the  sheaves  are 
mounted  in  the  opposite  ends  of  an  equalizing  frame  pivoted 
at  the  center  to  the  head  block  of  the  bucket.  Approxi 


mate  proportions  (if  buckets  of  this  type  are  given   in  the 
following  table : 

EQUALIZED    CHAIN-OPERATED    POWER  WHEEL 
CLAM  SHELL   BUCKETS 


,  Closed  ^                             ,  — 

—  Open  ^ 

Cap. 

Length 

Height 

Width 

Length 

Height 

Wt. 

Cu.  Yd. 

Ft. 

In. 

Ft. 

In. 

Ft.     In. 

Ft. 

In. 

Ft. 

In. 

Lb. 

M 

5 

0 

5 

11 

3     \y% 

6 

5 

7 

0 

1950 

i 

5 

6 

6 

5H 

3       5^ 

7 

I'/ 

;    7 

7yi 

2620 

1/2 

6 

2 

7 

3 

3      10H 

8 

ly- 

1     8 

6'A 

3965 

} 

6 

10 

8 

I'A 

4       4 

8 

9 

9 

tyt 

5200 

A  modification  of  this  type  of  bucket  has  the  power- 
wheel  supplemented  by  sheaves  at  each  side,  while  still 
another  type  dispenses  with  the  power-wheel  and  has 
two  or  three  groups  of  sheaves  at  the  center  of  the 
bucket.  These  two  types  usually  arc  reeved  with  wire 
rope,  but  chains  sometimes  are  used  for  parts  of  the 
operation.  This  multiple  arrangement  of  sheaves  gives 
greatly  increased  power  and  permits  easy  handling  of 
coarse  and  hard  materials. 

The  rope-reeved  sheave  type  of  grab  bucket  is  operated 
in  several  ways,  a  common  arrangement  consisting  of  a 
multiple  sheave  at  the  top  head  and  a  similar  sheave  se 
cured  to  the  hinge  shaft,  reeved  with  several  parts  of  line 
in  the  same  manner  as  an  ordinary  tackle.  The  bucket 
is  closed  by  hauling  in  on  the  closing  line  or  opened  by 
slacking  off  on  the  line. 

In  a  modified  form  of  the  rope-reeved  type  of  bucket, 
the  lower  head  slides  up  or  down  on  two  vertical  guide 
rods  secured  to  the  upper  head.  The  connecting  rods  on 
each  side  of  the  bucket  are  secured  to  separate  pins  on  the 
upper  head  casting  and  the  scoop  arms  on  each  side  are 
fastened  to  the  lower  head  casting,  also  on  separate  pins. 
As  the  closing  line  is  hauled  in,  the  lower  head  slides 
upward  on  the  guides  and,  drawing  the  scoop  arms  with 
it,  closes  the  bucket. 

Another  form  of  rope-reeved  grab  bucket  is  used  chiefly 
on  bridge  cranes,  hoisting  towers  and  cableways.  This  type 
of  bucket  is  constructed  in  a  manner  somewhat  similar  to 
an  ordinary  rope-reeved  sheave  type.  It  has  a  top  head 
carrying  three  sheaves  mounted  on  a  long  sleeve  or  bush 
ing  turning  on  a  pin.  The  middle  sheave,  for  the  holding 
line,  is  keyed  fast  to  the  sleeve,  the  other  two  sheaves, 
for  the  opening  and  closing  line,  being  loose.  The  bottom 
head  has  three  sheaves  for  reeving  the  opening  and  closing 
line.  They  are  constructed  with  long  hubs  and  are  loosely 
mounted  on  a  central  shaft.  The  movement  of  the  scoops 
is  controlled  by  gear  segments  secured  to  the  scoop  arms 
and  to  the  bottom  head  and  guiding  the  arms  as  the  clos 
ing  line  is  hauled  in. 

A  bucket  of  this  type  specially  arranged  for  conveying 
the  material  being  handled  is  particularly  adapted  for  use 
with  coal-handling  bridges,  gantry-cranes  and  double  boom 
hoisting  towers  with  interconnected  booms.  The  bucket 
is  suspended,  in  bights  of  the  opening  and  closing  and  hold 
ing  lines,  from  a.  four-sheave  trolley  hauled  along  the 
trackway  by  a  motor  which  is  independent  of  the  hoisting 
motor,  but  is  controlled  by  the  same  operator.  The  bucket 
operating  lines  are  both  fastened  at  one  end  of  the  trolley 
trackway  and  are  led  over  the  first  pair  of  sheaves  in  the 
trolley  downward  to  the  bucket  and  about  its  sheaves, 
thence  upward  over  the  second  pair  of  shelves  in  the  trol 
ley,  to  sheaves  at  the  other  end  of  the  trackway,  thence  to 
the  stationary  bucket  operating  drums.  The  trolley  is 
traveled  along  the  trackway  by  ropes  leading  from  the 
trolley  in  opposite  directions  and  actuated  by  an  inde- 


304 


HOISTING    MACHINERY 


Electric    Motor    Clam-Shell    Bucket    with    Electric    Cable 
Take-Up    Reel    Attached.      Single-Line    Operation 


Differential    Type,    Rope    Operated    Clam-Shell    Grab 
Bucket 


Rope  and  Chain  Operated,  Side  Sheave  Power  Wheel  Grab  Rope-Reeved  Grab  Bucket  Operated  in  Bights  of  Line  on 

Bucket  Hoisting  Towers,  Cableways,  etc. 


Vertical  Guide,  Rope-Reeved  Clam-Shell  Grab   Bucket 


Vertical   Guide,   Rope-Reeved    Scraper   Clam-Shell    Grab 
Bucket 


ACCESSORIES 


305 


pendent  reversible  trolley  traveling  machine.  The  propor 
tions  of  some  buckets  of  this  type  are  given  in  the  following 
table: 

KOPF.- REEVED  SHKAYK  TYI'K  ( 'I. AM  SI  I  KI.l.  BU(  KKT 
FOR  COAL  HANDLING; 


Coal 
Cap. 
Tom 

1'A 


, -Closed v 

I    ,  ,,..|l,         Height 
Ft.        In.        Ft.        111. 

7394 
8        0        10      1  I 


Width 

Ft.      In. 


, Open , 

Length        Height 
Ft.    In.      Ft.     111. 


10 


Wt. 
Lb. 

6950 
10800 


Another  bucket  of  this  type  is  particularly  adapted  for 
use  with  an  inclined  boom  hoisting  tower  or  with  a  sus 
pension  cableway,  or  other  form  of  hoisting  apparatus,  in 
which  it  is  desirable  that  the  bucket  lie1  h..i>ted  by  a  two- 
l>art  juirchase  in  order  to  reduce  the  >train  at  the  hoisting 
(irums  and  to  prevent  twisting  of  the  bucket.  Until  op 
erating  lines  are  made  fast  to  the  trolley,  or  other  support 
ing  device,  and  are  led  downward  to  the  bucket,  thence 
upward  to  sheaves  carried  by  the  trolley  or  oilier  support 
and  thence  to  the  hoisting  drums.  The  holding  line  is 
reeved  through  a  >hcave  carried  in  a  frame  flexibly  con 
nected  to  the  top  head  of  the  bucket,  and  the  opening  and 
closing  line  through  sheaves  in  the  top  and  bott<  m  heads 
ot  the  bucket  in  the  usual  way. 

Another  method  of  operating  a  grab  bucket  is  by  means 
of  a  differential  drum  mounted  on  the  hinge  shaft  which 
also  carries  the  winding  drum  or  power-wheel.  The  bucket 
is  opened  and  closed  by  the  differential  action  of  the  two 
parts  of  the  differential  drum — one  part  on  each  side  of 
the  power-wheel — about  which  a  closing  sling  or  cable  of 
wire  rope  is  coiled  in  opposite  directions.  (  me  end  of 
the  closing  sling  is  fastened  to  the  larger  portion  of  the 
differential  drum  and.  passing  over  a  sheave  carried  in  a 
frame  pivoted  to  the  head  block,  has  its  other  end  attached 
to  the  smaller  portion  of  the  drum.  To  close  the  bucket 
the  closing  sling  is  wound  upon  the  larger  portion  of  the 
drum  and  is  uncoiled  from  the  smaller  portion.  As  the 
sling  moves  faster  over  the  large  portion  of  the  differential 
than  on  the  smaller  portion  great  closing  power  is  secured. 
The  movement  is  reversed  to  open  the  bucket.  The  follow 
ing  table  gives  the  proportu  us  if  seme  buckets  of  this 
type  : 

DIFFERENTIAL    TVPK    CLAM  SHELL    BUCKETS 


Cap. 

Cu.  V,l.    Ft. 

M 

i 


, Closed 

Length      Height 
In.      Ft. 


4  S'A 

5  0 

5  6 

6  0 


Width 
Ft.      In. 

3        1-Js 

3     s'A 

3      1044 
J        4 


, Open , 

Length       Height 
Ft.   In.     Ft.     In. 


8 
5 
2'A 

o 


S        0 

8  104 

9  9 


Wt. 
Lb. 

2975 
3900 
4986 
6600 


Another  design  of  the  clam-shell  bucket  has  a  rigid 
power-arm  fastened  to  one  of  the  scoops  and  carrying 
one  or  more  sheaves.  The  closing  line  passes  from  the 
hoisting  mechanism,  through  a  small  sheave  at  the 
bucket  head,  to  the  sheave — or  sheaves — fixed  to  the 
power-arm,  thence  to  a  large  sheave — or  sheaves — at 
the  bucket  head,  and  thence  back  to  the  scoop  arm, 
where  it  is  made  fast.  To  close  the  bucket  the  closing 
line  is  drawn  upward  through  the  small  sheave,  drawing 
the  large  sheaves  together  at  the  top  and  raising  tin- 
scoop  arm,  thus  closing  the  bucket.  As  in  the  power- 
wheel  type  of  bucket  the  holding  line  serves  only  to 
raise  or  lower  the  load,  the  actual  operation  of  the 
bucket  being  controlled  by  the  closing  line. 

These  buckets  range  in  capacity  from  '4  cu.  yd.  to 
10  cu.  yd.  and  have  a  spread  of  scoop  from  5  ft.  to  17  ft. 
The  following  tables  give  capacities,  weights  and  dimen 
sions  of  some  of  the  various  designs  of  clam-shell 


buckets.     These  proportions  vary  somewhat,  depending 
on  the  service  for  which  the  bucket  is  designed. 

POWER-WHEEL   TYPE— LIGHT    BUCKET 


(1  <ed 


El.  In.   Ft.  In. 


Cap 

(  n.  Yd. 

Wt. 
Lb. 

1  SCO 

;  ( 

.    2  5oo 

1 

2.  son 

1  '  , 

1  i/.    

.      4.1100 

5    '00 

)  i  ', 

3 

7.4110 

4 
4 
4 

> 

0 
0 


I  '  I'A  I  i;  \\  IIFF.I.    TYl'E— IIF..V.  Y 
ClcMcd 


BUCKET 

Open 


Lap. 
(  II.  Y( 

I  ... 

II  •     • 


Wt. 
Lb. 

3,700 
4,000 
5,000 
5,200 
5,500 
6.375 
6.6J5 
7,375 
1 1 ,000 


In. 
4 
11 
2 

6 
10 

10 
3 


£ 

8 

s 
8 


1" 


In. 
1 
1 

10 

4 
6 
3 


Length 

Ft.    In 
5        7 

5  7 

6  2 
6 

6 
f, 
7 
7 
9 


Height 
Ft.   In. 


2 

0 
0 
0 


8 

8 
9 
9 
10 
10 
11 
13 


10 

6 

6 


Length 
Ft.   In. 


10 
10 
I  1 


POWER-ARM   TYPE— LIGHT   BUCKET 


f  lc  sed 


Op. 


Lb. 

1  '00 
1,900 
J  350 
2,750 
3,200 

3. son 

4  000 
4.300 
4,800 
5.^00 
6,000 


Wj 

rt'h 

lleifht 

1  .  1  1  ^  1  1 

II.  it  M 

In. 

Ft. 

In. 

Ft. 

In. 

Ft. 

In. 

1 

6 

5 

4 

3 

9 

6 

1 

2 

9 

6 

-) 

4 

6 

7 

1 

2 

9 

6 

8 

5 

0 

7 

7 

3 

3 

7 

0 

S 

7 

8 

2 

3 

6 

7 

1 

6 

3 

8 

9 

3 

9 

8 

4 

6 

S 

9 

10 

3 

9 

8 

8 

6 

9 

9 

11 

4 

3 

8 

4 

6 

9 

9 

10 

4 

4 

8 

7 

6 

9 

9 

11 

4 

10 

9 

0 

6 

9 

10 

0 

5 

4 

9 

5 

7 

3 

10 

9 

POWER-ARM   TYPE— HEAVY 
Closed 


Open 


Cap. 
~u.  Yd. 


\'A 


Wt. 
Lb. 

2,700 
3,200 

4  '00 
4,500 

5,900 

2  7,000 

2'<  9,500 

3  11  .OCO 

3'A  13,500 

1  16,000 

5  20.000 

26.000 


5 


ROPE  REEVED  SHEAVE  TYPE— LIGHT  BUCKET 

Open 

, A 


Can.  Wt. 

Cu.  Yd.  I.I-. 

T  .    2.300 

.'  j     3,100 

1    3.500 

I'A    4,500 

J    5.800 


• 


Height 
Ft.  In. 

5  0 
5  6 
5  7 


Length 

Ft.    In. 


Electric-Motor   Bucket 


An  electric-motor  clam-shell  bucket,  operated  by  a 
motor  installed  on  the  bucket  itself,  has  been  adapted 
for  use  with  a  hoisting  machine  having  only  one  drum 
available.  \Yith  this  type  of  bucket,  the  hoisting  appa 
ratus  is  used  only  to  raise  and  lower  the  load.  A  bucket 
thus  equipped  can  be  installed  on  a  traveling  or  a  mono 
rail  crane  and  is  particularly  adapted  for  use  where 
there  is  only  limited  headroom;  it  may  be  used  in  foun 
dries  to  handle  sand  on  the  molding  floor  or  for  han 
dling  fuel,  ashes,  slag,  or  other  refuse.  It  can  also  be 
used  with  a  locomotive  crane,  a  derrick,  or  a  telpher, 
for  re-handling  practically  any  loose  material  in  indus 
trial  plants.  When  the  bucket  is  equipped  with  digging 
teeth  it  may  be  used  for  light  excavation  work. 

This  bucket  is  similar  in  design  to  an  ordinary  clam- 


306 


HOISTING   MACHINERY 


Four-Blade     Chain     Operated     Power-Wheel     Orange-Peel 
Bucket   for   General   Excavation    Work 


Four-Blade  Rope-Reeved  Sheave  Type  Orange-Peel  Bucket 
for   Excavation   Work 


Dwarf    Orange-Peel    Bucket    without 
Hammer  Attachment 


Dwarf      Orange-Peel      Bucket     with 
Hammer  in  Raised  Position 


Dwarf      Orange-Peel      Bucket      with 
Hammer  Dropped  and  Bucket  Closed 


Three-Blade  Chain  Operated  Orange-Peel  Bucket  for  Han 
dling    Heavy    Coarse    Material 


Three-Blade  Orange-Peel  Bucket  with  Blades  Cut  Off  for 
Handling  Large  Lump  Material 


ACCESSORIES 


307 


shell  bucket,  but  is  equipped  with  an  electric  hoist, 
which  is  secured  at  the  bucket  head  and  is  used  to 
operate  the  scoop.  The  motor  is  controlled  by  a  simple 
form  of  controller  which  may  be  located  at  any  con 
venient  point  near  the  main  hoisting  apparatus,  or  it 
may  be  located  in  the  operator's  cab. 

The  following  table  gives  the  proportions  and  weight^ 
of   electric-motor   buckets    for   light   and   heavy   service : 

ELECTRIC  MOTOR  CLAM-SHELL  BUCKET 

Closed  Open 


Cap. 
Cu.  Yd.. 

Wt. 
Lb. 

.  .      2,600 

1 

.  .      3,200 
3  700 

1 

4  600 

114    

,  .      4  700 

.  .      4  900 

2 

.  .      9,000 

3  '..'. 

.  .    10,000 
.    10.500 

Width       Height 
Ft.    In.     Ft.    In. 


Length       Height      Length 

T7*.        T_  T7»        T_  1?*        !„ 


!    > 

10 
0 
0 
3 

11 
7 
0 

10 


Ft.  In. 


Ft.  In. 
6       5 
6 

I 


Ft.   In. 
5       5 
8 


Orange-Peel  Type 

The  orange-peel  type  of  grab-bucket  is  used  for 
dredging  and  for  excavating  hard  or  sticky  material; 
for  handling  large  rocks  or  boulders;  and  for  digging 
out  old  cribbing,  pulling  up  piles  or  stumps  and  other 
similar  work.  It  usually  is  operated  by  a  power  wheel 
in  a  manner  similar  to  that  used  in  the  power-wheel 
type  of  clam-shell  bucket,  but  is  also  made  in  the  rope 
reeved  sheave  type.  It  is  made  with  three  or  four 
pointed  blades  which  gives  a  greater  digging  power  for 
a  given  weight  than  can  be  obtained  with  the  clam-shell 
type,  and  the  manner  in  which  the  blades  open  insures 
the  quick  dumping  of  the  material.  The  four-blade 
bucket  is  used  for  general  purposes,  but  the  three-blade 
type  is  especially  adapted  for  very  heavy  duty  in  digging 
and  rehandling  rocks  and  boulders.  Where  such 
buckets  are  designed  principally  for  use  in  handling 
rock,  the  blades  are  cut  off  at  the  upper  corners,  thus 
reducing  the  total  weight  of  the  bucket  without  reducing 
its  capacity  for  handling  such  material. 

Many  orange-peel  buckets  are  operated  by  a  power  wheel 
in  a  manner  similar  to  that  used  in  the  power  wheel  type 
of  clam-shell  bucket.  In  a  common  method  of  power-wheel 
operation  for  this  type  of  bucket,  the  closing  chains  are 
made  fast  to  the  bucket  head  and  to  the  drum  or  power- 
wheel  shaft.  A  chain  is  also  sometimes  used  for  that 
portion  of  the  closing  line  in  contact  with  the  power-wheel. 

In  another  design  of  orange-peel  bucket  the  closing  chain 
is  a  single  piece  of  standard  crane  chain  which  passes 
over  a  saddle  formed  in  the  upper  pivot  of  the  bucket 
arms  and  has  its  ends  fastened  to  lugs  on  the  power-wheel. 
The  chain  is  free  to  move  over  the  saddle  and  thus  equal 
izes  the  strain  on  the  chain  as  the  power-wheel  is  operated 
and  the  closing  chain  winds  on  the  shaft. 

Buckets  of  the  orange-peel  type  usually  are  designed 
for  use  with  a  machine  having  two  drums  available  for 
bucket  work  and  for  two-line  operation — a  closing  line 
and  a  holding  line.  However,  they  may  be  used  with 
a  single  drum  machine  by  using  a  counterweight  drum 
which  can  be  attached  to  the  derrick,  or  crane,  or  other 
machine  and,  by  means  of  a  counterweight,  controls  the 
operation  of  the  bucket. 

Dwarf  Orange-Peel  Bucket 

A  dwarf  orange-peel  bucket  is  used  for  such  opera 
tions  as  the  digging  of  wells  or  other  excavation  work; 
for  cleaning  out  sewer  catch  basins ;  or  anywhere  that  a 
small  diameter  of  bucket  may  be  required.  In  con 
struction,  these  buckets  are  similar  to  the  larger  sizes. 


of  the  power-wheel  type.  They  generally  are  operated 
by  hand  on  a  small  derrick,  but  can  be  suitably  equipped 
for  power  operation  on  derricks,  cranes,  or  other  hoist 
ing  machines. 

Because  of  the  light  weight  of  these  small  buckets  a 
hammer  attachment  is  provided  for  use  when  very  hard 
digging  is  encountered.  This  hammer  consists  of  a 
heavy  metal  ball  bored  to  fit  over  and  to  slide  on  a 
shank  on  the  bucket  head.  It  is  attached  to  the  bucket 
holding  line  and  rises  or  falls  as  the  line  is  hauled  in  or 
payed  out,  the  weight  of  the  bucket  being  carried  by  a 
stop  on  the  shank  which  prevents  the  ball  from  slipping 
off.  When  the  bucket  is  lowered  to  the  work  the  ball 
may  be  alternately  raised  and  dropped  on  the  bucket 
head,  thus  driving  the  points  of  the  bucket  blades  into 
the  material  being  excavated. 

Orange-peel  buckets  range  in  sizes  from  the  dwarf 
type,  11J/2  in.  in  diameter  when  in  the  open  position  and 
having  a  capacity  of  100  cu.  in.,  to  the  largest  size,  14  ft. 
8  in.  in  diameter  when  in  the  open  position  and  having 
a  capacity  of  10  cu.  yd.  The  general  proportions  of 
orange-peel  buckets  are  given  in  the  following  tables: 

POWER-WHEEL    TYPE— FOUR-BLADE    BUCKET 
Closed  Open 


Cap. 
Cu.  Yd. 

Wt. 
Lb. 

Diameter 
Ft.  In. 

Height 
Ft.    In. 

Diameter 
Ft.    In. 

Height 
Ft.    In. 

K   

1,300 

3 

6 

5 

0 

4 

3 

S 

7 

y,  

2.300 

4 

9 

6 

h 

6 

2 

7 

•1 

X  

3,800 

5 

5 

7 

6 

7 

0 

8 

1 

i  

4.800 

6 

0 

8 

4 

7 

9 

8 

1 

itf  

5,600 

6 

4 

8 

8 

8 

1 

9 

2 

i  y,  

7,10C 

6 

7 

9 

6 

8 

6 

9 

1  i 

9,500 

7 

2 

10 

0 

8 

7 

11 

3 

2y,  

10,500 

7 

10 

10 

6 

9 

5 

11 

11 

12,000 

8 

2 

10 

9 

9 

11 

12 

4 

4    

15,000 

9 

0 

12 

7 

10 

7 

14 

4 

5    

19,000 

9 

8 

13 

2 

11 

5 

14 

11 

5    

26,000 

9 

8 

13 

6 

11 

7 

15 

t 

6    

29,000 

10 

4 

14 

6 

12 

6 

16 

h 

8    

34,000 

11 

6 

16 

6 

13 

8 

17 

6 

10    

39,000 

12 

0 

18 

0 

14 

8 

20 

0 

POWER  WHEEL  TYPE— THREE- BLADE    BUCKET 


Closed 


Open 


Cap. 
Cu.  Yd. 


Wt.  Diameter  Height  Diameter  Height 

Lb.  Ft.   In.  Ft.    In.  Ft.   In.  Ft.    In. 

y4    4,500  51  80  63  89 

1    5,200  58  83  70  93 

1    4,800  58  83  6     10  93 

1  '4    5,400  60  86  73  96 

1%    8,500  64  98  7     10  10       8 

2    9,000  7       0  10       2  8       6  11       6 

2'A    11.800  7       8  10       4  9       5  11       9 

3 13.200  8       O  10       7  9       9  12       0 

4  .    25000  8     10  12       8  10     10  14       6 

5  .             30,000  98  13       3  117  IS       0 


ROPE   REEVED  BUCKET 

Closed 


Open 


Cap. 
Cu.  Yd. 
y^ 

Wt. 
Lb. 

5  200 

Diameter 
Ft.   In. 
S        1 
5       8 
6      0 
6       4 
7      0 
7       8 
8       0 

Height 
Ft.    In. 
8       6 
8     10 
9       2 
10       6 
11        0 
11        3 
11        6 

Diameter 
Ft.   In. 
6       4 
7       0 
7       S 
8       0 
8       8 
9       S 
9       9 

Height 
Ft.    In. 
9       4 
9     10 
10       4 
11       6 
12       3 
12       8 
13       0 

1    
1  14    

5,600 
6,200 

\yt 

10,000 

2 

.    11,000 

2*/2 

12,000 

3    . 

.    13,000 

POWER-WHEEL    TYPE— DWARF    ORANGE-PEEL    BUCKETS, 
FOUR-BLADE  WITH  AND  WITHOUT  HAMMER 

Bucket  Closed  Bucket  Open 

, » — 

Height 


Cap. 
Cu.  In 

100 
220 


Diam 
eter 


Diam 
eter 


Height 


Wt.     Lb.     Ft.  In.   Ft.  In.   Ft.  In.  Ft.  In.  Ft.  In.  Ft.  In. 


35 
40 


300    45 


t 

65 
70 
75 


1,500    190     31O 

1    cu.    ft 210     330 


0  10 

0  11 

1  1 
1     7 
1   10 


1     6 
1     7 

1  8 

2  11 

3  1 


2     0 
2     1 

2  2 

3  9 
3   11 


0  \\y,  i   s 

1119 
13       1   11 

1  10       34 
2236 


2  7 
2  B 
2  10 

4  10 

5  0 


1  Without  hammer;   t  with  hammer 


Scraper  Type 

The  scraper  bucket  is  a  wide-opening  grab  bucket  of 
the  clam-shell  type  which   gathers   its   load   by   a   com- 


308 


HOISTING   MACHINERY 


Chain. Bridle    Drag-Line    Btick<-t    Digging    Looi-c    M:>1  :     1  Chain-Bridle    Drag-Line    Bucket    Dumping    Loose    Malt-rial 


Bottomless    Power-Scraper    Drag-Line    Bucket    for    Digging 
Hard-Packed    Material 


Rigid-Bail    Drag-Line    Bucket    for    Digging    Gravel    Under 
Water 


fc&        V 

Ik^ftsv      / 


Hinged-Bail    Hat  k-(,ate    Drag-Line    Bucket    Digging    Loose 
Rock 


Hinged-Bail    Back-Gate    Drag-Line    Bucket    Dumping    Soft 
Clav 


ACCESSORIES 


309 


bincd  digging  and  scraping  action.  Buckets  of  this  type 
have  a  very  strong  closing  power  and  arc  especially  useful 
in  handling  closely  packed  sand,  large  lump  coal  or  heavy 
ore,  or  any  similar  material  not  easily  handled  by  the  ordi 
nary  clam-shell  bucket.  Because  of  their  wide  spread  in 
the  open  position,  they  also  are  useful  in  cleaning  up  loose 
material  in  storage  bins,  or  boats,  or  cars.  When  designed' 
solely  for  clean-up  service,  they  are  made  with  an  extra 
wide  spread  and  large  capacity.  By  adding  steel  teeth 
to  the  edges  of  the  scoops  to  penetrate  hard  material,  they 
may  be  used  for  excavation  work  in  clay  or  hardpan. 

These  buckets  differ  from  the  ordinary  clam-shell  bucket 
in  the  shape  of  the  sccops  and  the  arrangement  of  the 
sheaves  and  rods,  or  levers,  of  the  closing  mechanism. 
This,  with  the  extra  wide  spread  in  the  open  position  and 
the  line  of  action  as  the  bucket  is  operated,  gives  the  hori 
zontal  or  scraping  movement  which  is  a  distinguishing 
feature  of  this  type  of  bucket. 

They  range  in  weight  from  3,300  Ib.  to  24,000  lb.,  hav 
ing  capacities  from  J4  c«-  yd.  to  10  cu.  yd.  and  a  spread 
ranging  from  8  ft.  2  in.  to  23  ft.  9  in.  in  the  open  position. 
The  following  tables  give  the  most  common  sizes  and  pro 
portions  of  scraper  buckets  : 


ROVE   REEVED    SHEAVE    TVPK 
Closed 


O[>en 


Cap. 

Cu.  Yd 

2J/,    . 

3  .  . 

4  ... 

5  ... 

6  .  .  . 


Wt. 

I  b. 
10,000 
11.000 
12.000 
14,000 
!  8.000 
22,000 
10  :fi.OOO 


Width       Height 
Ft.     In.     Ft.    In. 

10 

10 

10 

12 


8 


1  ' 
13 
14 


Length 
Ft.  'in. 


g 
8 
8 
9 
9 
10 
11 


Height 

Length 

Ft.  In. 

Ft. 

In. 

11        7 

13 

0 

11        7 

13 

0 

11        7 

13 

0 

13       6 

14 

6 

13       6 

14 

6 

14       6 

15 

6 

16       0 

17 

0 

CHAIN    AND   ROPK   REEVED    SHEAVE   TYPE 
Closed  Open 


Cap.  Wt.  Width       Height  Length  Height  Length 

Cu.  Yd.  Lb.  Ft.    In.     Ft.    In.  Ft.  In.  Ft.  In.  Ft.  In. 

1    4,300  29         6       S'A     6       5  8       7</,  11        6 

\Y,    5,200  336     \\Y,     73  9       3  12       4 

2    5,900  38747      W/,  9       7  13       2 

2'A    8.00C  4        4:4      8        9          7        7>/i  11        1  14  1 1 '/, 

3    9,200  4       7'/,     9       i</,     8       I'A  11       9  15  10!4 

4   11.700  5       1^    10       3         8     11J4  12  \\V,  17       6V, 

5    14,100  5       6        11          'A     9       7%  13  11!^  18  10J4 

TV*    19,700  6       3'/,   12       7'/4  11       0  15  1154  21       7 


24,000 


6     11       13     10!^    12       I'/,   17 


23 


Drag-Line  Type 

The  drag-line  bucket — sometimes  called  a  drag-scraper— 
is  used  in  excavation  work  when  the  conditions  under 
which  the  bucket  must  operate  will  not  permit  the  use 
of  a  grab  bucket,  or  when  a  steam  shovel  is  not  avail 
able  or  can  not  be  placed  in  a  suitable  position  to  do  the 
work.  It  can  be  operated  by  any  of  the  various  types  of 
skid  excavating  machines ;  on  a  cableway ;  by  a  locomotive 
crane ;  or  by  other  types  of  machines  when  they  are 
equipped  with  a  double-drum  winch.  These  buckets  are 
also  used  for  handling  coal  in  storage  or  for  other  loose 
materials. 

The  manner  in  which  the  load  is  gathered  permits  the 
drag-line  bucket  to  be  swung  a  considerable  distance  be 
yond  the  end  of  the  boom,  when  used  on  that  type  of 
machine,  giving  it  a  much  wider  range  than  a  steam  shovel 
or  a  grab-bucket.  That  feature,  and  its  adaptability  to 
cableway  operation,  make  it  most  desirable  for  certain 
•classes  of  work  in  locations  not  easily  reached  by  other 
apparatus.  This  type  of  bucket  has  great  digging  power 
and  it  successfully  digs  such  material  as  hardpan  and 
shale ;  handles  large  pieces  of  rock,  or  other  heavy  lumpy 
material ;  sand  or  gravel ;  and  soft  sticky  materials  such 
as  clay,  or  mud.  It  will  operate  on  a  downward  slope  as 
well  as  on  an  upward  slope  and  may  be  manipulated  to 
leave  a  finished  grade,  thus  eliminating  grading  expense. 


The  bucket  usually  is  a  steel  shell,  or  bowl,  of  a  rectan 
gular  or  slightly  tapering  form,  with  a  wide  cutting  edge 
to  clear  a  path  for  the  bowl  and  permit  its  being  easily 
drawn  through  the  material  being  excavated.  The  shell 
must  be  adequately  braced  with  cast  or  forged  steel  ribs 
and  corner  plates  and  equipped  with  steel  hauling  lugs  and, 
for  severe  digging  service,  with  steel  teeth  riveted  to 
the  working  edge.  A  pulling  bail — sometimes  hinged, 
sometimes  rigid — or  an  adjustable  chain  bridle,  is  attached 
to  the  shell.  The  action  of  the  bail  or  bridle,  together 
with  the  shape  of  the  cutting  edge  or  the  teeth,  imparts 
a  diagonally  downward  thrust  as  the  bucket  is  dragged 
through  the  material  and  causes  it  to  fill.  The  drag  line 
is  then,  hauled  further  in,  the  bucket  automatically  taking 
a  tilted  position.  The  bucket  is  then  carried  by  the  ex 
cavating  machine  or  the  cableway  to  the  point  where  the 
material  is  desired,  and  the  load  dumped — in  some  types 
by  dropping  the  front  of  the  bucket  downward  and  in 
other  types  through  a  back-gate. 

Drag-line  buckets  are  made  in  capacities  from  1/3  cu. 
yd.  to  3l/2  cu.  yd.  The  following  table  gives  the  propor 
tions  of  some  buckets  of  this  type: 


DRAG-LINE  lU'CKETS 

Cap.  Wt. 

Cu.  Yd.  LI). 

1    .-.  .  .  2,850 

\ys    4,550 

2    5,650 

2V,    6,850 

3    8,200 

}'/,    9,600 


Cutting  F.dge 
Ft.          In. 
0 


10 

4 
10 


Self-Dumping  Buckets 

A  self-dumping  bucket  or  tub  generally  is  used  with 
a  derrick  or  other  type  of  hoisting  machine  not  equipped 
for  grab-bucket  operation,  or  when  for  some  other  reason 
it  is  not  practicable  to  use  a  grab-bucket.  Buckets  of  this 
type  are  made  in  the  turn-over  and  the  bottom-dump 
types  and  are  suitable  for  handling  concrete,  mortar,  sand, 
gravel,  ore  and  coal  or  any  other  material  that  may  readily 
be  shovelled  into  them  or  dropped  in  from  a  hopper  or 
a  chute.  They  are  substantially  constructed  of  steel  plate 
and  are  carried  by  a  bail  pivoted  on  trunnions  on  the  sides 
of  the  bucket,  a  bail-latch  keeping  the  bucket  in  an  upright 
position ;  or,  in  some  of  the  1>ottom-dump  types,  by  a  bail 
connected  with  levers  attached  to  the  drop  doors. 

Turn-Over  Type 

The  turn-over  type  of  self-dumping  bucket  is  designed 
so  that  the  center  of  gravity  is  above  the  trunnions  when 
the  bucket  is  loaded  and  below  them  when  empty.  This 
permits  the  bucket  automatically  to  overturn  and  dump 
the  load  when  the  bail-latch  is  released  and — in  most  de- 
simis — to  then  right  itself. 

One  type  of  turn-over  bucket  has  a  combined  spherical 
and  rectangular  shape  which  best  withstands  the  rough 
usage  of  general  service ;  or  this  type  may  be  made  with 
all  flat  surfaces  having  cither  flaring  or  straight  sides  and 
is  used  for  handling  loose  materials  in  construction  work 
or  other  lighter  service. 

The  carrying  bail  is  provided  with  a  clevis  or  shackle 
to  engage  the  hook  on  the  hoisting  machine  tackle.  The 
bail-latch  may  be  of  a  design  engaging  the  bail  at  the 
side  of  the  bucket  near  the  rim ;  or  it  may  be  of  the  back- 
lever  type  engaging  the  bail  at  the  center  just  below  the 
hoisting  hook.  The  bail-latch  usually  is  provided  with  an 
automatic  tripping  device  but  may  be  manipulated  by 
hand. 

Many  buckets  of  this  type  are  mounted  on  small  wheels 
or  rollers  so  that  they  may  be  moved  easily  without  the 


310 


HOISTING   MACHINERY 


Self-Dumping   Straight   Side  Turnover 
Bucket  with  Rim   Bail-Latch 


Controllable-Discharge    Double-Bail 
Two-Line  Bottom  Dump  Bucket 


Controllable-Discharge    Center-Hinged 

Bottom -Dump    Bucket.      Bell  -  crank 

Crossbar-Lever  Operation 


Self-Dumping     Semi-Spherical     Turn 
over  Bucket  with  Side  Bail-Latch 


Controllable-Discharge    Double-Bail 
Two-Line  Bottom  Dump  Bucket 


Bulk-Discharge    Center-Opening    Bot 
tom-Dump    Bucket.      Side-Slot    Cross 
bar-Lever  Operation 


.Self-Dumping     Cylindrical     Turnover 
Bucket  with   Rim   Bail-Latch 


Controllable-Discharge     Taper-Bottom 
Bucket.     Hand  Wheel  Operation 


Bulk-Discharge    Center-Opening    Bot 
tom-Dump     Bucket.       Extended  •  End 
Crossbar-Lever  Operation 


ACCESSORIES 


311 


aid  of  the  hoisting  apparatus.     The  following  tables  give 
the  proportions  of  some  buckets  of  this  type : 

CONTRACTOR'S    BUCKETS 

Length,  Depth., 

In.  In. 

26  15 

31  1'. 

36  2\y, 

42  23 

47  28 

50  31 

58  33 

34'; 


Length  Depth 

In.  In. 

47  34 

52  39 

60  44 

73  54 

74  54 
83  60 

108  76 


Length  Depth 

In.  In. 

42  34 

42  34 

48  36 

52  38 

60  44 

60  44 

60  44 

73  53 

74  54 
76  54 
85  61 

Turn-over  buckets  of  a  cylindrical  form  may  be  used 
with  any  type  of  hoisting  apparatus  for  handling  loose 
earth,  sand,  gravel,  concrete,  mortar,  clay  or  coal.  They 
are  especially  adapted  for  use  in  handling  such  materials 
'in  contracting  work  or  where  the  service  is  not  severe 
nor  great  speed  of  operation  required.  They  are  carried 
on  a  bail — sometimes  having  a  spreader  rod — pivoted  on 
trunnions  on  the  sides  of  the  bucket.  The  bail-latch  engages 
the  bail  near  the  rim  and  may  be  tripped  automatically  or 
may  be  operated  by  hand.  These  buckets  range  in  sizes 
and  capacities  as  given  in  the  following  table : 


Cap., 

Width 

Cu   Ft 

Over-all 

3  

30 

6  

34 

10  

41 

14  

46 

21  

48 

27  

53 

36  

65 

42  

66 

COAL  BUCKETS 

Cap. 
Cu.  Ft. 

Width 
Over-all 

20.2    

42 

297     

53 

41.4     

51 

61.3     

50 

82.5     

67 

140.0    

88 

292.7    

103 

ORE   UUCKETS 

Cop. 

Width 

Cu.  Ft. 

Overall 

13.6    

37 

17.3    

47 

24.0    

51 

35.0    

60 

42.3    

56 

51.0    

65 

60.2    

74 

77.0    

69 

90.0    

78 

115.0    

91 

140.0    

92 

TURXOVKR    BUCKETS   OF   CYLINDRICAL  FORM 


Cap. 
u.  Yd. 


IK 


Diameter 

In. 

26  to  31 
32  to  35 
36  to  37 
42  to  43 


Depth 

In. 

31  to  44 
37  to  44 
43  to  48 
49  to  51 


Bottom-Dump  Type 

Bottom-dump  buckets  are  used  with  the  same  types  of 
machines  as  the  turn-over  buckets  when  the  material  must 
be  dumped  accurately,  as  in  handling  concrete  or  mortar 
in  construction  work,  or  in  charging  fuel  or  melting  stock 
into  a  furnace  or  cupola.  This  type  of  bucket  may  be 
either  rectangular  or  cylindrical  in  form  and  provided  with 
double  center-opening  bottom  doors  or  a  single  side- 
opening  bottom  door,  operated  by  a  system  of  levers  or 
controlled  by  a  latch  at  the  base  of  the  bucket.  They  are 
designed  to  permit  the  operator  to  regulate  the  rate  of 
discharge ;  or  to  dump  the  entire  load  at  once. 

Controllable-Discharge    Type 

One  type  of  controllable-discharge  bottom-dump  bucket 
is  designed  for  two-line  operation — one  line  attached  to 
a  fixed  bail  and  supporting  the  bucket,  the  other  attached 
to  a  sliding  bail  and  controlling  the  operation  of  the  bot 
tom  doors.  The  doors  are  operated  by  connecting  rods 
attached  to  the  sliding  bail  which  slides — vertically — in 
guides  on  the  bucket  rim.  Two  hooks  attached  to  the  hoist 
ing  apparatus  engage  the  double  bail  on  the  bucket.  These 
hooks  are  arranged  so  that  while  the  bucket  is  held  sus- 


l-dided  the  operating  line  may  raise  or  lower  the  sliding 
bail  attached  to  the  door  rods,  thus  controlling  the  opera 
tion  of  the  doors  and  regulating  the  rate  at  which  the 
load  is  discharged. 

This  type  of  bucket  is  easily  controlled  by  the  operator 
of  the  hoisting  machine  and  is  especially  adapted  to  handling 
concrete.  It  is  made  in  capacities  ranging  from  1  cu.  yd. 
to  3  cu.  yd.  and  weighing  from  1,000  Ib.  to  2,400  Ib. 

Controllable-discharge  bottom-dump  buckets  are  made  in 
several  other  forms — similar  to  the  two-line  bucket  but 
controlled  in  a  different  manner.  These  buckets  have  a 
rigid  carrying  bail,  secured  to  the  rim  of  the  bucket,  and 
a  system  of  door-operating  rods  controlled  by  a  double 
lever  which  is  pivoted  at  each  side  of  the  bucket  and 
operated  from  a  distance  by  means  of  a  line  attached  to 
the  lever  cross-bar  or  operated  by  hand ;  or  the  door  rods 
may  be  controlled  by  means  of  a  wheel  on  the  side  of 
the  bucket. 

In  one  design  of  lever-operated  controllable-discharge 
bottom-dump  bucket,  a  bell-crank  extension  on  the  operat 
ing  lever  connects  with  the  door  rods  which  are  pivoted 
to  the  bottom  doors  at  the  outer  side.  The  bottom  doors 
arc  hinged  on  the  sides  of  the  bucket,  at  the  bottom  near 
the  center,  and  are  pulled  sidcwise  and  upward  instead  of 
dropping  downward.  The  doors  are  operated  by  pulling 
or  pushing  on  the  lever  cross-bar.  The  arrangement  of 
doors,  rods  and  levers  gives  the  operator  complete  control 
of  the  dumping  operation  and  the  rate  at  which  the  ma 
terial  is  discharged. 

Another  type  of  controllable-discharge  bottom-dump 
bucket  is  especially  adapted  to  distribute  concrete  into 
narrow  forms.  This  bucket  has  a  tapering  bottom  with 
semi-circular  doors  operated  by  a  system  of  levers  con 
nected  with  a  hand-operated  wheel  on  the  side  of  the 
bucket.  It  is  so  designed  that  it  may  be  used  on  a  der 
rick  or  a  crane  in  the  same  manner  as  other  bottom-dump 
buckets,  or  it  may  be  placed  on  a  specially  constructed 
four-wheel  open-frame  truck  and  moved  on  a  track. 
Buckets  of  this  type  are  especially  adapted  for  use  in 
handling  concrete  when  it  is  to  be  deposited  in  forms 
and  must  be  under  constant  control  so  that  all  or  part 
of  the  load  may  be  dumped. 

The  following  table  gives  capacities  and  sizes  of  some 
buckets  of  the  controllable-discharge  type: 

C(  iNTUOLLABLE-DISCHARGE    BUCKET 

Depth  Wt. 

In.  Lb. 

37  500 

38  750 
42  950 
42  1,125 
47  1,250 
47  1,750 

Bulk-Discharge  Type 

The  bulk-discharge  type  of  bucket  is  similar  in  general 
construction  t<?  the  controllable-discharge  type.  In  one 
design  of  the  bulk-discharge  type,  straight  extensions  on 
the  operating  levers,  connect  with  the  door  rods  and  the 
doors  arc  opened  or  closed  by  pulling  or  pushing  on  the 
lever  cross-bar. 

In  another  similar  bucket  the  operating  levers  are  con 
nected  to  the  door  rods  by  means  of  a  slotted  plate  at- 
lachcd  to  a  bar  moving  vertically  in  guides  on  the  side 
of  the  bucket.  By  pulling  or  pushing  on  the  lever  cross 
bar,  the  bottom  doors  may  be  opened  or  closed. 

This  type  of  bucket  is  designed  to  handle  sand,  gravel, 
or  concrete,  or  any  similar  materials  when  it  is  not  neces 
sary  to  control  the  rate  of  discharge.  The  capacities  ar>d 


Cap. 
Cu.  Ft. 

IS 

Rottom  Open 
ing,  In. 
16 

Top  Open 
ing,  In. 
50 

M 

.  .      .  .      16 

54 

98 

....      16 

54 

^6 

16 

54 

4^ 

16 

66 

53     . 

16 

66 

HOISTING  MACHINERY 


Barrel   Hooks 


Skip 


Rope  Sling 


Chain   Sling 


Cinch    Board 


Chain    Grab   Hooks 


Can  Hooks 


Box  Hooks 


Bale   Hooks 


Automatic  Wood  Grappl 


Grapple  Hooks 


Rail    Clamp 


Automatic   Hay  and   Manure   Grapple 


ACCESSORIES 


313 


proportions    of    some    buckets    of    this    type    are   given    in 
the  following  table : 


BULK-DISCHARGE  TYPE 


Cap. 
Cu.  Ft. 
6  

llottom  Open 
ing,  In. 
18x22 

Top  Open 
ing,  In. 
26x22 

Depth 
In. 
22 

Wt. 
Lb. 

425 

10  

22x26 

31x26 

26 

500 

17  

26x30 

40x30 

30 

625 

24  . 

28x36 

45x36 

32 

800 

28    ... 

30x36 

46x36 

36 

1,025 

37 

.  .   34x40 

50x40 

39 

1,225 

49  

38x44 

55x44 

42 

1,450 

62  . 

.   40x51 

58x51 

45 

2,150 

Many  special  designs  of  turn-over  or  drop-bottom  buckets 
are  used  for  a  wide  variety  of  service.  They  are  adapted 
to  overhead  or  monorail  traveling  cranes  or  to  telphers 
or  cablevvays  and  are  used  in  foundries  for  transporting 
sand,  cores,  small  castings  or  other  materials;  or  in  gen 
eral  industrial  work  in  outdoor  or  indoor  service. 

Plain  Buckets;  Baskets;   Nets 

Buckets,  baskets  and  nets  of  the  plain  hand-dump  types 
are  also  used  in  material  handling  operations.  They  may 
be  constructed  of  metal,  wood,  rope,  or  canvas,  and  are 
carried  by  either  a  single  rigid  bail  or  by  two  flexible 
bails  usually  attached  at  right  angles  to  each  other. 

The  metal  or  wooden  buckets  are  used  to  handle  fine 
loose  materials  or  for  concrete;  the  rope  and  canvas 
baskets  for  handling  small  packages  in  loading  or  unload 
ing  vessels. 

Skips 

The  skip  generally  is  used  with  a  derrick  or  crane  for 
handling  brick,  stone,  or  other  materials  in  construction 
work;  or  for  handling  small  parts  or  loose  materials  in 
railroad  or  industrial  work.  The  most  common  type  of 
skip  is  rectangular  in  form,  open  at  one  end  and  at  the 
top.  It  may  be  constructed  entirely  of  metal  or  may  be 
of  wood  reinforced  with  iron  angles  and  straps.  It  is 
suspended  at  three  points — at  the  two  sides  and  at  the 
open  end — by  chains  connected,  at  the  top,  to  a  ring  by 
which  it  is  suspended  from  the  hoist  hook.  A  trip  or 
trigger  at  the  open  end  provides  a  means  for  dumping 
the  load  when  the  skip  is  in  the  desired  position.  These 
skips  range  upward  to  2  cu.  yd.  in  capacity. 

Another  form  of  skip  consists  of  a  simple  rectangular 
platform  having  a  sling  connection  at  each  corner.  This 
type  may  be  used  for  handling  stone,  brick,  or  other  simi 
lar  material,  or  may  be  utilized  as  a  form  of  cinch  board  for 
handling  packages. 

Cinch   Boards 

Cinch  boards  are  used  with  a  crane  or  some  other  type 
packed  in  small  containers  or  other  forms  of  packages. 

These  boards  are  similar  in  shape  to  the  rectangular 
skip  and  consist  of  a  frame  or  platform — usually  of  wood 
but  sometimes  of  metal — mounted  on  skids.  An  eye-bolt 
with  a  ring  at  each  corner  of  the  board  provides  a  con 
nection  for  ropes  or  slings  by  means  of  which  the  board 
and  the  load  is  raised.  After  the  packages  are  loaded 
on  the  board  the  rope  or  sling  is  brought  up  over  the 
material,  one  part  of  the  rope  on  each  side  is  put  over 
the  hoist  hook  and,  as  the  cinch  board  with  its  load  is 
lifted,  the  rope  at  both  sides  tightens  over  the  load,  hold 
ing  it  securely  in  place.  The  rope  slips  through  the  hook 
sufficiently  to  give  the  cinch  board  a  horizontal  position 
while  being  hoisted  or  lowered.  The  board  projects  beyond 
the  load  at  each  end  so  that  the  material  itself  is  protected 
from  injury. 

Cinch    boards    are   approximately   3    ft.    wide    and    6   ft. 


long.     They  have  a  capacity  of  about  SO  cu.  ft.  to  60  cu. 
ft.  and  about  1  ton  to  I'/z  tons. 

Automatic  Grapples 

Automatic  grapples  having  three  or  more  substantially 
constructed  prongs  operated  by  a  power-wheel,  as  in  a 
power-wheel  type  of  grab-bucket,  are  used  for  handling 
rough  materials  such  as  logs,  cordwood,  railroad  ties  or 
large  pieces  of  stone ;  for  pulling  stumps  or  handling  rough 
material  in  excavation  work  in  a  swamp  or  in  woodland, 
or  for  handling  snags  in  dredging  operations.  They  may 
be  operated  by  a  derrick,  crane,  or  other  machine  equipped 
with  the  necessary  hoisting  winch. 

Similar  automatic  grapples  or  tongs  of  lighter  construc 
tion  and  operated  by  means  of  levers  and  rods  are  used 
for  handling  sugar  cane,  hay,  straw,  or  similar  loose  bulk 
material. 

This  type  of  grapple  has  been  widely  applied  to  the 
handling  of  sugar  cane  both  at  the  plantation  and  at  the 
mill.  Grapples  for  this  service  are  provided  with  as  many 
as  14  prongs,  and  may  be  operated  by  a  single  line  or 
may  have  as  many  as  eight  lines.  The  large  sizes  aro 
used  mostly  for  handling  sugar  cane  in  and  out  of  storage 
at  the  mill  and  have  a  capacity  for  handling  as  much  as 
3  tons  of  cane  at  one  time. 

Hooks  and  Tongs 

There  are  numerous  types  of  hooks  and  lifting  tongs 
which  are  used  with  cranes  and  derricks  or  other  hoisting 
machines.  They  are  used  to  handle  timber,  boxes,  barrels, 
steel  plates,  block  stone,  or  baled  materials.  These  devices 
vary  in  design  to  suit  the  service  for  which  they  are  in 
tended,  but  generally  they  consist  of  two  hooks  hanging 
loosely  on  ropes  or  chains  or  are  of  the  rigid  type  pivoted 
near  the  center  of  the  hook  shank. 

Grab   Hooks 

Grab  hooks  are  used  to  handle  steel  plate,  block  stone, 
boxes  and  barrels,  or  other  material  in  large  pieces  or 
packages.  This  device  consists  of  two  forged  steel  hooks 
loosely  suspended  from  single  links  through  which  the 
load  chain  passes  upward  to  the  hoist  hook  forming  a 
triangular  loop.  The  hooks  are  placed  over  the  edges 
of  the  object  to  be  lifted  and  as  the  hoist  line  is  raised 
the  action  of  the  chain  loop  draws  the  hooks  toward  the 
center,  causing  them  to  grip  and  hold  the  load. 

They  are  made  with  chains  ranging  upward  to  20  ft. 
in  length  and  may  have  a  spread  of  6  ft.  to  8  ft.  They 
have  a  lifting  capacity  upward  to  25  tons,  varying  with 
the  spread  of  the  hooks,  the  lifting  capacity  decreasing 
as  the  distance  of  spread  increases. 

Other  designs  of  grab  hooks  used  especially  for  handling 
packages  or  barrels  have  two  or  more  single  or  double- 
pronged  hooks  attached  at  the  end  of  long  rigid  or  flexible 
links.  The  upper  ends  of  the  links  are  attached  to  a  ring 
by  which  the  device  is  attached  to  the  hoist  hook. 

Grapple  Hooks 

Grapple  hooks  or  lifting  tongs  are  used  to  handle  timber, 
boxes,  barrels  and  baled  material.  These  devices  usually 
have  two  pointed  hooks  having  curved  shanks  which  are 
pivoted  on  a  pin  through  the  shanks.  The  upper  ends  of  the 
shanks  are  connected  by  single  links  to  a  ring  by  which 
the  device  is  suspended  from  the  hook  of  the  hoisting  ma 
chine.  As  the  hoisting  line  is  raised  the  hooks  are  drawn 
inward  and  grip  and  hold  the  load. 

Tongs  of  this  type,  designed  especially  for  handling  block 
stone,  sometimes  are  provided  with  one  pointed  hook  and 


314 


HOISTING  MACHINERY 


Automatic    Mechanical    Cable    Take-Up 


Counterweight    Holding-Drum 


Electrical  Cable  Take-Up 


h 


4 


Counterweight  Cable  Take  Up 


Slings  on  Spreader  Bars 


Nets   on    Spreader   Bars 


ACCESSORIES 


315 


one  blunt  hook  which  clamps  against  the  side  of  the  block. 
Another  type  largely  used  for  handling  I-beams  or  simi 
lar  pieces  and  for  narrow  plates  or  bars  is  provided  with 
short  blunt  hooks  so  designed  that  they  will  clamp  over 
the  edges  of  the  beam  flange  or  the  plate.  As  with  the 
pointed  tongs  that  grip  the  load,  this  device  clamps  tightly 
as  the  load  is  suspended  and  releases  when  the  load  is  at 
rest  and  the  load  line  slacked  off. 

Slings 

Slings  constructed  of  chains,  wire  rope,  or  manila  rope, 
are  used  to  handle  such  materials  as  logs,  lumber,  bales, 
boxes  or  any  large  objects  ihat  cannot  easily  be  handled 
by  other  means.  The  ordinary  types  of  slings  may  be  a 
single  rope  or  chain  of  any  desired  length  and  provided 
with  hooks,  shackles,  or  thimbles  at  the  ends;  or  they 
may  consist  of  two  or  more  lengths  of  chain,  cable,  or 
light  bars  or  rods  provided  with  hooks  at  one  end,  and 
with  links  or  thimbles  at  the  other  end  by  which  they 
may  be  attached  to  a  top  ring  or  link  and  suspended  from 
the  hoist  hook. 

One  type  of  sling  largely  used  in  handling  sugar  cane 
is  provided  with  a  self-tightening  device  which  tightens 
the  grip  of  the  slings  as  the  load  is  raised.  An  automatic 
trip  permits  the  release  of  the  self-tightening  device  when 
the  load  is  carried  to  the  desired  position.  Slings  of  this 
type  are  used  singly  or  may  be  used  in  multiple  on  a  plain 
spreader  bar. 

A  trip  type  of  spreader  bar  is  designed  especially  for 
use  with  a  crane  or  derrick  in  sugar  cane  service.  This 
device  consists  of  an  I-beam  or  channel  equipped  with 
three  hooks  keyed  to  a  rod  suspended  from  the  bar.  A 
trip,  operated  from  the  ground  or  from  the  operator's 
platform,  releases  the  free  ends  of  the  slings.  When  the 
load  is  dropped  the  hooks  automatically  return  to  the 
carry  position. 

Counterweight  Drum 

A  counterweight  holding  and  lowering  drum  is  used  when 
an  additional  drum  is  required  for  use  in  connection  with 
a  winch  already  installed.  It  generally  is  used  when  it 
is  desired  to  operate  a  two-line  bucket  on  a  derrick  or 
other  hoisting  machine  having  a  boom  which  must  be 
raised  or  lowered  but  which  is  equipped  with  a  winch 
having  only  two  drums.  It  may,  however,  be  used  as  an 
auxiliary  to  any  hoisting  winch  having  one  or  more  drums. 
As  it  is  not  connected — except  by  the  line — with  the  hoist 
ing  machine,  the  counterweight  drum  may  be  placed  near 
the  hoisting  winch,  so  that  it  is  easily  accessible  to  the 
operator. 

This  device  consists  of  a  two-compartment  drum  con 
trolled  by  means  of  a  foot  brake  of  the  band  type.  A 
light  line — called  the  counterweight  line — is  wound  on 
the  smaller  compartment  of  the  drum  and  leads  over 
sheaves — on  the  hoisting  machine — to  a  counterweight  sus 
pended  from  a  convenient  point  on  the  machine  or  its  sup 
ports.  The  bucket  line  is  placed  on  the  larger  compart 
ment  of  the  drum  in  such  a  way  that  it  will  unwind  as 
the  counterweight  line  winds  on  the  smaller  drum  or  will 
wind  on  the  drum  as  the  operation  is  reversed  and  the 
counterweight  line  unwinds. 

As  the  bucket  is  raised  by  the  hoisting  or  holding  line, 
the  counterweight  descends,  causing  the  counterweight  line 
to  unwind,  rotating  the  drum  and  winding  on  the  bucket 
line.  When  the  bucket  is  in  the  desired  position,  the  foot 
brake  is  applied,  stopping  the  drum,  releasing  the  hoisting 
line  and  allowing  the  bucket  to  open  and  dump  the  load. 
When  the  counterweight  drum  brake  is  released,  the  weight 


of  the  buckets  rotates  the  drum  and,  reversing  the  opera 
tion,   lowers  the  bucket  and  raises  the  counterweight. 

Lifting  Magnets 

Electric  lifting  magnets  are  used  for  handling  scrap  and 
manufactured  metals  and  sometimes  for  handling  magnetic 
ores.  Their  use  facilitates  the  handling  of  such  material 
and,  where  electricity  is  available,  they  are  an  economical 
means  of  doing  such  work. 

The  use  of  lifting  magnets  makes  it  possible  to  handle 
large  quantities  of  metals  not  easily  nor  safely  handled 
by  any  other  means.  It  eliminates  the  use  of  slings,  hooks, 
and  other  devices  and  not  only  expedites  the  handling  of 
metal  products  but  prevents  many  of  the  accidents  which 
occur  when  using  other  methods  in  such  service.  They 
will  successfully  handle  metals  under  practically  any  con 
ditions.  Cold  or  heated  metals ;  metals  submerged  in  water 
or  covered  with  snow;  or  metals  contained  in  boxes  or 
kegs,  may  be  handled  satisfactorily. 

When  used  with  a  locomotive  crane,  they  give  efficient 
service  in  foundry  yards  for  handling  scrap  metals  and 
pig  iron,  and  for  loading  castings  or  moving  heavy  pieces; 
in  railroad  yards  for  handling  scrap  metals  and  loading  or 
unloading  metal  railroad  supplies,  or  for  transferring  such 
material  in  transit;  on  wharfs  for  handling  metal  cargo; 
or  in  other  similar  service  where  a  locomotive  crane  can 
be  operated. 

They  are  installed  on  overhead  traveling  cranes  and  used 
in  foundries  or  in  steel  mills  for  handling  either  hot  or 
cold  metals,  and  in  storage  yards  for  handling  castings  and 
such  metal  products  as  rails,  pipes,  billets  and  plates. 

They  may  also  be  used  with  any  other  type  of  hoisting 
machine  having  connection  with  an  electric  line  or  with 
an  electric  current  generating  unit — usually  installed  on  the 
machine  itself  and  operated  by  a  steam  or  a  gas  engine. 

The  Magnet  Case 

The  magnet  case  should  be  made  of  high  grade  cast 
steel  having  high  ductility  and  high  magnetic  quality.  It 
should  have  a  structural  strength  sufficient  to  withstand 
the  shocks  caused  by  dropping  the  magnet  on  the  material 
to  be  lifted,  and  to  absorb  the  force  of  the  blow  caused 
by  magnetic  attraction  as  the  material  being  handled  is 
drawn  suddenly  to  the  face  of  the  magnet.  It  should  be 
so  assembled  as  to  eliminate  dead  air  spaces,  should  pro 
vide  for  the  proper  radiation  of  the  heat  generated  by 
the  magnetic  current,  and  be  so  effectually  waterproof  as  to 
exclude  all  moisture. 

Current  Circuit 

Lifting  magnets  arc  suitable  for  operation  only  on  direct 
current  circuits  ;  therefore  a  converter  is  necessary  where 
only  alternating  current  is  available.  They  rarely  are  de 
signed  for  a  stronger  current  than  220  volts  as  higher 
voltages  are  not  desirable  for  magnetic  operation  because  of 
the  excessive  inductive  shock  when  the  current  is  switched 
on  or  off.  When  it  is  necessary  to  use  a  current  of  higher 
voltage,  magnets  designed  for  220  volts  may  be  used  in 
series.  They  are,  however,  often  wound  for  110- volt 
service. 

Aside  from  the  strength  of  the  magnetizing  current  the 
lifting  capacity  of  a  magnet  is  governed  by  the  area  of 
magnetic  contact  obtainable  and  the  class  of  material  he- 
ing  handled.  A  magnet  capable  of  lifting  50,000  Ib.  of 
compact  material  having  a  large  contact  area  would  have 
a  capacity  of  only  800  Ib.  to  1,000  Ib.  when  used  for  handling 
loose  miscellaneous  scrap  metals. 

Lifting  magnets   are   made   in   a  circular   form   for   gen- 


316 


HOISTING    MACHINERY 


,-22 


2.3 


24     16, 17 


Circular  Magnet 


1  Magnet  Case 

2  Outer  Ring  or  Pole 

3  Center  Pole 

4  Magnetising  Coil 

5  Coil  Shield 

6  Coil  Top  Plate 
6A  Metal  Bobbin 

7  Coil  Spool  Core 


List   of   Parts 

8  Coil  Terminal  Stud 

9  Leads  from  Coil  to  Stud 

10  Terminal  Cavity 

11  Terminal  Hood 

12  Terminal  Protecting  Flange 

13  Coil  Protecting  Ribs 

14  Through  Bolts 

15  Eye  Bolt  to  Handle  Coil  Spool 

16  External  Leads 


Circular  Magnet 

17  Lead  Shield 

18  Don<el  to  Prevent  Spool  Rotation 

19  Steel  Spacer 

20  Suspension  Lug 

21  Suspension  Chain 

22  Sealing  Compound 

23  Insulation 

24  Packing 


1  I-..          8-.. 


12 


Circular  Magnet 


/  V 

/ 

/  • 

IBS: 

</'               f              JL  :., 

. 

! 

,  .  i 

J-H  — 

—  ^-w^ 

,-A^ 

22=sJ 

Rectangular   Magnet 
a 


Magnet      with      Tongs      for 
Handling    Ingots 


Magnet   with  Tongs   Attachment 


Magnet   with  Tilting 
Device 


Rectangular  Magnet  Handling   Steel  Plate 


Rectangular  Magnet  Handling  Pipe 


ACCESSORIES 


317 


eral  service  and  in  a  number  of  different  rectangular  forms 
for   special   service. 

Circular  Magnets 

The  circular  type  of  lifting  magnet  may  be  used  with 
equal  facility  in  handling  large  or  small  pieces  of  manu 
factured  metals  or  for  handling  pig  iron  or  scrap  metals. 
It  is  used  in  various  lines  of  work :  In  foundry  service 
for  handling  scrap  metals  and  new  castings  and  for  rais 
ing  the  heavy  metal  balls — known  as  skull-crackers — or 
other  heavy  weights  used  in  drop  work  for  breaking  up 
large  pieces  of  scrap  metals ;  in  steel  plants  for  handling 
scrap  metals  or  for  manufactured  products;  in  fabrication 
work  for  lifting  steel  parts;  in  railroad  work  for  loading 
or  unloading  scrap  or  finished  metals ;  or  in  marine  work 
for  metal  cargo. 

Magnets  of  this  type  range  in  sizes  and  capacities  from 
a  5  in.  diameter  having  a  capacity  up  to  about  400  lb.,  to 
a  65  in.  diameter  having  a  capacity  of  25  tons  or  30  tons. 
The  smaller  sizes — those  under  20  in.  in  diameter — ar; 
adapted  only  to  special  work  and  for  handling  individual 
pieces  or  light  castings  and  finished  parts.  Magnets  20  in. 
and  over  in  diameter  are  suitable  for  general  service,  but 
for  such  severe  service  as  handling  pig  iron  or  for  other 
heavy  rough  work  it  is  advisable  to  use  a  magnet  of  36  in. 
or  greater  diameter. 

The  circular  magnet  has  a  magnetic  coil  enclosed  in  a 
circular  cast  steel  magnet  case  having  positive  and  nega 
tive  poles  on  the  underside  so  that  by  simply  dropping  it, 
it  may  be  brought  into  contact  with  the  materials  to  be 
handled.  The  coil  is  secured  within  the  magnet  case 
and  the  case  is  then  filled  with  a  sealing  compound  so  that 
all  possibility  of  moisture  within  the  case  is  eliminated. 
The  coil  is  protected  on  the  underside  by  a  steel  plate 
or  shield  which  takes  the  shocks  incident  to  the  use  of 
the  magnet.  One,  or  two,  terminal  boxes  are  provided 
and  usually  are  cast  on  the  top  of  the  magnet  case.  The 
internal  leads  extend  from  the  magnetizing  coil  to  the 
terminal  box  and  the  external  leads  from  the  terminal  box 
to  a  connection  with  the  current  circuit.  An  eye-bolt  type 
of  suspension  is  used  on  small  magnets  up  to  about  12  in. 
in  diameter  and  a  three-point  chain  suspension — attached 
to  lugs  cast  on  the  top  of  the  magnet  case — is  used  on  the 
larger  sizes.  The  following  table  gives  data  on  the  use 
of  circular  magnets  in  various  classes  of  service  : 

CIRCULAR    TYPE    LIFTING    MAGNETS— DIAMKTF.R    UNDER 

20   INCHES 
D.  C.  Current 
Weight      (Amperes) 
Pounds     at  220  Volts  Use 

20  0.25         For    individual    pieces    and    special 

classes   of   work.      Will   lift   up   to 
400  lb.  on  flat  surface. 
30  0.38          Same  as  5-in    size.     Will  lift  up  to 

800  lb.  on  flat  surface. 

110  0.66         Same  as  5-in.  and  7-in.   sizes.     Will 

lift  up  to  4,000  lb.  on  flat  surface. 


Diameter 
Inches 

5 


7 
12 


DIAMETERS   20   INCHES  AND   OVER 


magnets  are  adapted  but  they  may  also  be  used  in  any 
other  service  in  any  industry  where  metals  of  any  descrip 
tion  are  handled  in  large  quantities.  There  are,  however, 
.many  materials,  such  as  long  flat  plates,  which  may  be  more 
readily  handled  by  rectangular  magnets. 

Rectangular    Magnets 

Rectangular  lifting  magnets  are  designed  in  several  differ 
ent  forms  and  are  preferable  to  the  circular  type  for  cer 
tain  classes  of  work.  They  are  particularly  adapted  to 
handling  long  flat  pieces,  such  as  steel  sheets  and  plates, 
bars  or  billets,  and  other  long  materials,  such  as  rails  and 
pipes.  They  are  largely  used  in  steel  mills,  where  they 
can  be  used  exclusively  for  this  class  of  work. 

As  the  entire  face  of  the  rectangular  magnet  may  gen 
erally  be  brought  into  contact  with  the  material  being 
handled,  it  gives  a  maximum  lifting  capacity  for  a  given 
weight  of  magnet;  speeds  up  the  handling  of  material;  and 
results  in  economy  of  current  consumption  and  consequent 
ly  in  operating  cost. 

The  body  of  a  rectangular  magnet  designed  for  handling 
flat  pieces  usually  is  a  'box-shaped  steel  casting  containing 
a  magnetic  coil  wound  on  a  metal  bobbin  properly  in 
sulated.  Flexible  leads  are  carried  from  the  coil  to  a 
terminal  box  on  the  body.  The  external  leads  are  pro 
tected  by  a  cover  plate  and  by  heavy  ribs  on  the  magnet 
body.  Detachable  connectors  are  provided  for  connecting 
the  external  leads  to  the  feed  cable. 

This  type  of  lifting  magnet  may  be  used  singly  for 
handling  comparatively  short  or  rigid  pieces  or  in  multiple, 
mounted  on  a  spreader  bar,  for  handling  very  long  or 
flexible  pieces.  It  is  desirable  to  use  a  spreader  bar  and 
two  or  more  magnets  when  extremely  long  sections  are 
to  be  lifted,  as  this  arrangement  increases  the  stability 
of  the  load  and  speeds  up  the  operation  because  less  time 
is  required  to  spot  the  magnet  at  the  center  of  the  load. 

One  form  of  rectangular  magnet  is  designed  especially 
for  handling  rails  and  pipes.  It  has  the  two  poles  formei! 
of  triangular  shaped  steel  castings  secured  to  a  horizontal 
core,  on  which  the  magnetizing  coil  is  wound.  It  is  .sus 
pended  by  means  of  lugs  cast  on  the  upper  portion  of 
the  pole  castings.  These  pole  castings  may  be  of  any 
desired  spread  and  are  commonly  made  of  sufficient  size 
to  span  10  or  12  or  more  pipes  of  5  in.  diameter  or  20 
or  more  heavy  T-rails  nested  together.  They  generally 
are  used  in  pairs  on  a  spreader  bar  for  handling  loug 
material  but  may  be  used  singly  for  short  material. 

Rectangular  magnets  will  not  withstand  the  rough  usage 
to  which  magnets  are  subjected  in  general  service  and 
should  never  be  used  for  handling  scrap  metals  or  pig 
iron  or  in  any  such  severe  service. 

They  range  in  sizes  upward  to  6  ft.  or  more  in  length 
the  proportions  being  approximately  as  given  in  the  follow 
ing  table : 

RECTANGULAR   LIFTING    MAGNETS 


Diameter  in  inches.           20           30          40           50           55           60          65 

Current 

Weight—  pounds  ...         460     1,400     3,000     4,500     5,450     7,000     7,400 

Weight                                               Length            Width        Consumption 

D.C.   Current    (am 

Lb.                                                           In.                   In.                  Watts 

peres)  at  220  volts            6           13           30          45           49           71           61 

600                  .                                         24                  15^4                     860 

Capacity  in  Pounds 

1080    40                    ISyi                    1540 

Rillets  or  slabs.  .  .  .      3,500  15,000  30,000  40,000  42,000  50.000  50.000 

1  500                                                                54                    15J4                    2  150 

Skull-cracker   balls.      3,000  loioOO  IS'OOO  20  000  20iOOO  20000  30^000 

2  ""00                                                            76                  1514                  3  100 

[  200        500     1,200     1,900     1,950     2,'SOO     2,500 

Pig  iron    ]   to           to         to           to           to          to           to 

Safety  Devices  for  Lifting  Magnets 

1250        600     1,300     2.100     2,150     2,900     2.650 

Heavy  meltina  scrap        250        600     1,300     2,000     1,900     2,500     2,500 
Boiler  plate  scrap..         250        500     1.100     1,700     1,650     2,300     2,300 

It   sometimes   is    desirable   to   provide   a   means   of   pre 

Farmers'   and    junk      f    75         250        400        600        600        800        800 

venting  the  load  from   falling  in  the  event  of  failure   of 

dealers'   scrap            ]     to            to          to         to           to          to           to 
(.  150         500        900     1,400     1,400     1,800     1,800 

the  magnetizing  current.     A  device  designed  to  accomplish 

Small  steel  castings 
and  risers  250        900     1,600     2,400     2,450     3,300     3,200 

this   has  been   adapted   for  use   in   direct   connection   with 

the    lifting   magnet.      It   consists    of    safety   tongs,    of   any 

The  sizes  and  capacities  given  in  the  above  table   show 

desired  size,  spaced  apart  by  a  bar  and  connected  to  the 

a  wide  variation  in  the  class  of  service  to  which  circular 

magnet  by  a  system  of  chains  and  levers.     As  the  magnet 

318 


HOISTING   MACHINERY 


is  lowered  the  tongs  automatically  open  and  permit  the 
magnet  to  pass  downward  between  them.  When  the  load 
is  picked  up  and  the  magnet  is  raised  the  tongs  close  in 
under  the  magnet.  The  magnetizing  current  may  then 
be  cut  off,  the  load  dropped  on  the  tongs  and  carried  to 
the  desired  position. 

The  operation  of  the  tongs  is  dependent  on  the  move 
ment  of  the  magnet  and  the  load  can  not  be  dropped  with 
out  lowering  the  magnet.  This  slows  up  the  speed  with 
which  metals  can  be  handled  and  therefore  it  should 
only  be  installed  where  safety  demands  the  use  of  such  a 
device.  It  is  particularly  adapted  to  the  carrying  of  pipes 
or  other  long  pieces. 

Another  similar  device  designed  to  carry  and  drop  the 
load  is  so  arranged  that  it  can  be  operated  independent 
of  the  magnet.  It  consists  of  wide  flat  carrying  hooks 
suspended  from  the  crane  structure  by  cables  on  a  series 
of  sheaves  and  so  arranged  that  the  load  may  be  dropped 
or  dumped  by  tilting  the  hooks.  The  magnet  is  suspended 
from  the  crane  on  the  open  side  of  the  hooks  and  may 
pick  up  one  or  several  magnet  loads  and  deposit  them  in 
the  hooks.  The  load  may  then  be  carried  to  any  desired 
position  and  dropped  without  lowering  the  magnet.  This 
device  permits  the  use  of  a  small  magnet  on  a  crane  of 
large  capacity,  but  at  the  same  time  by  having  carrying 
hooks  of  sufficient  size  it  insures  the  full  capacity  of  the 
crane  being  utilized. 

Magnet  Control  System 

A  control  system  is  used  in  magnet  operation  to  insure 
complete  control  of  the  magnetizing  current.  By  setting 
up  a  reverse  current  in  the  magnetizing  coil,  when  the 
current  is  switched  off,  it  overcomes  the  magnetism  which 
sometimes  causes  highly  magnetic  metals  to  cling  to  the 
magnet,  thus  slowing  up  the  handling  of  materials.  Such 
a  device  increases  the  speed  with  which  metals  can  be 
handled  and  adds  greatly  to  the  efficiency  of  operation. 
It  also  provides  a  resistance  at  the  off  position  which  ab 
sorbs  the  inductive  stresses,  thus  preventing  damage  to  the 
magnet  insulation. 

One  controller  system  in  general  use  is  of  the  magnetic 
switch  type.  This  system  has  a  master  switch  of  the  wip 
ing  contact  type ;  a  double-pole  magnetic  contactor  or 
switch  panel ;  and  a  resistor  group.  The  master  switch 
has  marks  indicating  the  "lift,"  "drop,"  and  "off"  positions 
and  should  be  located  at  a  point  accessible  to  the  magnet 
operator.  The  magnetic  switch  panel  and  the  resistor  may 
be  installed  in  any  convenient  location. 

Another  type  frequently  used  is  a  single-unit  controller 
having  a  switch  of  the  wiping  contact  type  and  a  resistor 
group  in  one  self-contained  unit.  This  type  of  control  sys 
tem  performs  practically  the  same  functions  as  the  mag 
netic  switch  type.  It  must  be  installed  within  easy  reach 
of  the  magnet  operator. 

Controllers  having  the  features  of  these  two  types  should 
be  used  with  all  magnets  of  the  larger  capacities  but  for  the 
smaller  sizes  of  magnets  a  controller  of  the  drum  type 
may  be  used. 

Magnet  Cable  Take-Up 

A  device  called  a  cable  take-up  is  used  in  magnet  op 
eration  to  eliminate  the  dangers  attending  a  sagging  cur 
rent  conductor  cable.  This  device  automatically  pays  out 
the  cable  as  the  magnet  is  lowered  or  reels  it  in  as  the 
magnet  is  raised.  There  are  several  different  types  of  such 
devices.  They  are  designed  to  be  operated  by  electric 
power,  by  means  of  springs,  or  by  means  of  a  counter- 
xveight  suspended  from  some  part  of  the  machine. 


The  electrically  operated  cable  take-up  consists  of  a  mo 
tor-driven  drum  on  which  the  cable  is  wound,  the  size  of 
the  drum  determining  the  length  of  cable  that  can  be 
handled.  The  driving  motor  takes  current  from  the  same 
line  as  the  magnet  and  has  only  sufficient  torque  to  keep 
the  cable  taut.  As  the  magnet  is  lowered  its  weight  un 
winds  the  cable  from  the  drum  and  as  the  magnet  is  raised 
the  motor  operates  the  take-up  and  winds  up  the  cable. 
The  current  for  energizing  the  magnet  is  transmitted  to  the 
cable  through  collector  rings  placed  on  the  extended  hub 
of  the  drum. 

In  the  spring-operated  type  of  take-up  the  power  is  sup 
plied  by  springs  enclosed  within  the  drum.  The  capacity 
of  this  type  of  take-up  also  is  governed  by  the  size  of  the 
drum  and  it  controls  the  cable  in  the  same  way  as  in  the 
electric  type.  The  tension  of  the  springs  may  be  adjusted 
by  means  of  a  ratchet  and  pawl  on  one  end  of  the  drum 
shaft,  and  a  plunger  type  of  lock  provides  for  holding  the 
drum  stationary  when  desired.  The  electric  current  is 
transmitted  to  the  magnet  cable  through  collector  rings  on 
the  drum  shaft  in  a  manner  similar  to  that  employed  on 
the  electrically  operated  take-up. 

The  counterweight  cable  take-up  consists  of  two  upper 
sheaves — one  a  single  sheave  fixed  to  some  part  of  the 
hoisting  machine,  approximately  over  the  magnet,  and  the 
other  a  several-part  sheave  block  also  fixed  to  some  part 
of  the  hoisting  machine — and  a  several-part  lower  sheave 
block  suspended  beneath  the  fixed  upper  sheave  block  by 
the  conductor  cable  itself.  The  capacity  of  this  device  is 
governed  by  the  number  of  sheaves  in  the  upper  and  lower 
sheave  blocks,  two  blocks  of  five  sheaves  having  a  capacity 
of  from  SO  ft.  to  60  ft.  of  cable,  depending  on  the  travel 
of  the  lower  sheave  block. 

The  counterweight  is  attached  to  the  lower  sheave  block 
and  the  conductor  cable  connected  to  the  current  circuit 
through  the  controller  panel,  and  then  reeved  through  the 
sheaves  and  thence  to  the  magnet.  As  the  magnet  is 
lowered,  its  weight  overcomes  the  action  of  the  counter 
weight  and  causes  the  cable  to  draw  through  the  sheaves, 
raising  the  free  sheaves  and  the  weight  and  paying  out  the 
cable.  When  the  magnet  is  raised,  this  operation  is  re 
versed — the  counterweight  being  lowered  and  the  cable 
taken  up  over  the  sheaves. 

Another  type  of  cable  take-up  drum  is  often  installed  on 
trolleys  designed  for  use  on  cranes  handling  a  motor- 
operated  grab  bucket  or  a  lifting  magnet.  This  device  consists 
of  a  small  drum  mounted  on  a  shaft  turning  in  bearings  at 
tached  to  the  trolley  truck  frame  and  geared  directly  to  the 
hoisting  drum  through  a  train  of  gears  so  that  it  operates  in 
unison  with  the  hoist,  paying  out  the  cable  as  the  hoist  is. 
lowered  or  winding  the  cable  on  the  drum  as  the  hoist  is 
raised.  The  conductor  cable  is  attached  to  collector  rings 
which  receive  the  electric  current  from  the  wires  on  the 
crane  girder  and  transmits  it  to  the  bucket  motor  or  the 
magnet.  These  devices  are  also  adapted  to  handle  the 
cable  used  in  the  operation  of  electric-motor  grab-buckets. 

Blocks 

Sheave  blocks  or  tackle  blocks — generally  referred  to 
simply  as  blocks — are  an  important  part  of  hoisting  ma 
chinery  equipment.  They  are  used  on  derricks,  cranes, 
hoists,  cableways  and  other  types  of  hoisting  machines. 
These  blocks  are  variously  termed  single ;  double — 2-sheave ; 
or  triple — 3-sheave  etc. ;  depending  on  the  number  of 
sheaves  or  pulley  wheels — upward  to  7  or  8 — contained  in 
the  block  They  are  made  without  hooks ;  or  are  equipped 
with  a  plain  hook ;  a  two-part  or  sister-hook ;  or  a 
shackle,  and  these  devices  are  arranged  to  swing  on  a  pin; 


ACCESSORIES 


.519 


to  swivel  on  a  pivot;   with  a  combined  pin  and  pivot;  or 
they   may    hang    loosely    from    an    cyebolt    secured    in    the 
block. 
Blocks    designed    for    use    with    manilla    rope   generally 


Strap 


Strap 


Swivel 


Shaekle 


ai.1  made  of  wood  and  in  many  different  forms.  They 
are  used  chiefly  for  ships  rigging  or  for  light  tackle. 
When  required  for  use  with  wire  rope,  however,  it  is 
necessary  that  they  be  of  more  substantial  construction 
and  the  blocks  are  then  formed  of  metal — generally  of 
steel  plate  or  forcings  or  of  malleable  cast  iron.  The 


the  load  is  raised  1  foot  for  each  foot  of  line  overhauled. 
With  a  two-part  line  one-half  the  stress  is  carried  on  each 
part  of  line,  consequently  the  hoisting  capacity  is  double 
that  of  the  single  line,  but  to  raise  the  load  1  foot  it  is 


Snatch 


Weighted 


Down-Haul 


necessary  to  overhaul  2  feet  of  line.  Thus,  as  the  number 
of  parts  of  line  reeved  increases,  the  load  capacity  and  the 
length  of  line  overhauled  also  increase,  but  the  speed  of 
the  hoisting  movement  decreases. 

The   closed   type   of   block   is   the   most   commonly   used, 
but  for  some  purposes  snatch  blocks  are  desirable.    These 


1-Part  Line 


2-Part  Line 


3-Part  Line 


4-Part  Line 


5-Part    Line 


hooks  and   shackles   are   forged   of   soft   tough   steel    while 
the  sheaves  or  pulley  wheels  generally  are  of  cast  steel. 

The  load  stress  or  load  capacity  and  the  length  of  line 
overhauled  to  raise  a  load  a  given  distance  is  directly  pro- 


blocks  are  provided  with  a  hinged  strap  or  line  on  one 
side  which  may  be  thrown  back  and  a  rope  inserted  with 
out  the  necessity  of  unreeving  the  entire  line  from  other 
blocks.  By  this  means  a  block  having  a  lower  or  load 
hook  may  be  placed  in  the  bight  of  a  line  and  serve  as 
a  fall-block  ;  or,  a  block  with  a  hook  at  the  top  may  be 
suspended  from  a  shackle,  eyebolt,  or  other  support  and 
serve  as  a  head-block. 

Approximate     working     loads     for     wire     rope     sheave 
blocks  are  given  in  the  following  tables  : 


WORKING  LOAD  FOR  PAIR  OF  BLOCKS 


With   Loose  Hooks 


4-Sheave 


Topping-Lift 


portional  to  the  number  of  parts  of  line  reeved  through 
the  block.  With  a  one-part  line  the  full  load  and  con 
sequently  the  full  stress  is  carried  on  a  single  line,  while 


Diameter  of 

Sheave 

In. 

8 

10 

12 

14 

16 

18 


8 
10 
12 
14 
)6 
18 
20 
22 
24 


o  Single 

Two  Double 

Two  Triple 

heaves 

Sheaves 

Sheaves 

Tons 

Tons 

Tons 

3 

4 

5 

4 

5 

6 

5 

6 

7 

6 

7 

8 

7 

8 

10 

8 

10 

12 

With 

Shackles 

4 

5 

8 

6 

8 

12 

8 

10 

15 

10 

12 

20 

12 

15 

24 

15 

20 

28 

20 

25 

30 

25 

30 

40 

30 

35 

50 

To  assist  in  the  downward  movement  of  tackle,  particu 
larly  when  reeved  with  several  parts  of  line  and  carrying  a 
UNIVERSITY  OF  CALIFORNIA 

DEPARTMENT   OF   CIVIL   ENGINEERING 
BERKELEY.  CALIFORNIA 


320 


HOISTING  MACHINERY 


load  only  on  the  upward  travel,  heavy  cheek-blocks  or 
weights  are  sometimes  secured  to  the  sides  of  the  blocks. 
These  weights  generally  are  made  so  that  they  may  be 
removed  when  desired. 

Fall-line   or   down-haul    balls   are   also   extensively   used 


to  facilitate  down-haul  movement.  These  balls  range  in 
weight  upward  to  1,200  pounds  and  have  a  capacity 
upward  to  SO  tons.  They  are  made  with  a  plain  link  rope 
connection  or  with  a  hook  attached  so  that  a  load  may  be 
suspended  directly  from  the  ball. 


Wire  Rope 


Wire  rope  is  used  for  both  hoisting  and  haulage  purposes 
on  practically  all  classes  of  material  handling  machinery 
and  is  also  used  for  guys.  The  general  form  of  construc 
tion  consists  of  a  number  of  wires  placed  in  a  symmetrical 
geometric  arrangement  and  then  twisted  together,  thus 
forming  a  strand.  A  group  of  strands  is  then  placed 
around  a  center  or  core  of  hemp — sometimes  wire—which 
forms  a  cushion  or  base  on  which  the  strands  are  twisted 
to  form  the  rope. 

The  number  of  wires  in  each  strand,  the  number  of 
strands  composing  the  rope,  and  their  shape  and  arrange- 

6  Strands — 19  Wires  per  Strand — 1  Hemp  Core 


Standard   Hoisting   Rope — Three-Size   Wire 

ment  are  varied  to  suit  the  purpose  for  which  the  rope  is 
designed. 

Material 

The  material  used  in  the  manufacture  of  wire  rope  con 
sists  of  various  grades  of  cast  steel  or  of  soft  iron. 

Cast  steel  wire  made  by  the  crucible  open  hearth  method 

6  Strands — 19  Wires  per  Strand — 1  Hemp  Core 


Hoisting    Rope — One-Size    Wire — Regular    Right-Lay 

and  having  a  moderately  high  tensile  strength  of  from 
150,000  Ib.  to  220,000  Ib.  per  sq.  in.  is  extensively  used  in 
rope  designed  for  both  hoisting  and  haulage  service. 


1 


THE:  RIGHT  WAY 


THE  WRONG  WAY 


Method   of  Measuring  Wire  Rope 

Cast  steel  produced  by  the  open  hearth  furnace  method 
and  having  a  tensile  strength  ranging  from  200,000  Ib.  to 
280,000  Ib.  per  sq.  in.  is  used  in  rope  required  for  unusu 
ally  severe  service.  This  grade  of  steel  is  commonly  known 
as  plow  steel  and  is  used  for  such  service  as  dragline  work 
where  the  rope  is  dragged  over  stones  or  rough  ground  or 


in  other  very  heavy  service  on  dredges,  power  shovels,  or 
other  heavy  duty  machines. 
Iron  rope  has  a  tensile  strength  of  about  85,000  Ib.  per 

6  Strands — 27  Wires  per  Strand — 1  Hemp  Core 


Type  H,  Flattened  Hoisting  Rope — Langs'  Lay 

sq.  in.  It  is  more  pliable  than  steel  but  is  used  only  to  a 
limited  extent  in  comparatively  light  service,  principally  on 
elevators. 

Wire   rope  should   be  galvanized   when   it   is  to  be   used 
for  such  purposes  as  guys  for  derricks ;  or  in  other  stand- 

6  Strands — 25   Wires  per  Strand — 1  Hemp  Core 


Type   B,   Flattened   Strand   Hoisting   Rope 

ing  service  where  it  is  exposed  to  moisture  or  the  weather. 
This  protects  the  metal  which  otherwise  tends  to  corrode, 
but,  as  the  zinc  used  in  the  galvanizing  process  flakes  easily, 
such  rope  is  not  very  flexible  and  therefore  is  not  suitable 

6   Strands — 8   Wires  per  Strand — 1   Hemp   Core 


Type  D,  Flattened  Haulage  Rope — Langs'  Lay 

lor  hoisting  service  .but  is  adapted  for  use  only  where  very 
little  bending  is  encountered. 

Rope  Strand 

Wire   rope   strands   are   made   either   round   or   flat,   the 
round  strand  being  the  most  generally  used.    It  is  adapted 

5   Strands — 9    Wires   per   Strand — 1    Hemp    Core 


Type  C,  Flattened  Haulage  Rope — Langs'  Lay 

to  all  classes  of  service  and  is  used  for  guys  and  for  haul 
age  or  hoisting  purposes. 

Flattened  strand  wire  rope  takes  its  name  from  the  shape 
of   the   strands.     In   construction   the   strand   is    similar  to 


ACCESSORIES 


321 


the  round  strand  except  that  it  is  flattened  so  that  a  greater 
number  of  the  outer  wires  of  the  rope  conform  to  a  circle. 
From  2  to  6  wires  in  each  strand— depending  upon  the  style 
of  construction — are  thus  exposed  to  contact  instead  of 
only  one  wire  as  in  the  round  strand.  This  gives  a  wear 
ing  surface  much  greater  than  that  of  the  round  strand 
and  distributes  the  wear  over  a  larger  area,  giving  much 
longer  service.  The  shape  of  the  strands  permits  them 
to  fit  closely  together  thus  allowing  more  metal  to  be  used 
in  a  given  diameter  and  thereby  giving  greater  strength 
and  maximum  safety.  The  smooth  surface  also  prevents 
excessive  wear  on  rollers,  sheaves  and  drums.  Flattened 

5  Strands— 28  Wires  per  Strand—  1  Hemp  Core 


Type  A,  Flattened  Hoisting  Rope — Langs1  Lay 

strand  rope  also  has  less  tendency  to  kink  than  the  round 
strand  rope. 

For  ordinary  work  the  strand  is  made  with  1  wire  in 
the  center  and  this  surrounded  with  a  layer  of  6  wires, 
producing  a  strand  suitable  for  haulage  rope;  a  second 
layer  of  12  wires  makes  a  19-wire  strand  for  standard 
hoisting  rope ;  this  strand  covered  by  a  third  layer  of 
18  wires,  making  a  37-wire  strand,  is  used  in  a  more  flex 
ible  type  of  hoisting  rope ;  and  other  layers  of  24  and  30 
wires  are  added  to  produce  a  still  more  flexible  rope  of  a 

5  Strands— 11    Wires  per  Strand— 1  Hemp   Core 


Type  E,  Flattened   Haulage   Rope — Langs'   Lay 

given  diameter  or  are  used  in  ropes  of  very  large  diameter 
in  order  to  keep  the  size  of  the  individual  wires  as  small 
as  possible.  This  construction  is  known  as  concentric 
strand.  In  a  strand  of  uniform  diameter  the  greater  the 
number  of  wires  in  the  strand,  the  greater  will  be  the 
flexibility  of  the  rope. 

Rope  Lay 

Two  general  methods  are  employed  in  assembling  or 
"laying-up"  the  individual  wires  and  the  strands.  The  most 
commonly  used  type  is  known  as  .Regular-lay  and  the 
other  as  Langs'-lay. 

In  the  Regular-lay,  the  wires  in  the  strands  are  twisted 

8  Strands— 19  H'ires  per  Strand— 1  Hemp  Core 


Extra   Flexible   Hoisting   Type— 3-Size  Wire 

in  one  direction  and  the  strands  in  the  rope  in  the  oppo- 


in  the  rope  are  all  twisted  in  the  same  direction.  This 
type  of  rope  is  more  easily  untwisted  than  that  made  with 
Regular-lay  and  it  is  more  difficult  to  splice,  but  because 
of  the  increased  contact  surface  it  is  especially  adapted  to 
resist  external  wear  and  the  grip  action  to  which  it  is 

6  Si  minis— 37  U'ircs  per  Strand—  1  Hemp  Core 


Special  Flexible  Hoisting  Rope — One-Size  Wire 

subjected    in    cable  way    service       Langs'-lay    is   quite    gen 
erally  used   in   all   ropes   made   with   flattened   strands. 

Haulage  Rope 

Haulage  rope — also  called  transmission  rope — is  com 
posed  of  6  strands,  7  wires  to  the  strand.  This  type  of 
rope  is  used  chiefly  for  haulage  in  mines,  on  inclined 
planes,  on  tramways,  and  in  yards  of  manufacturing  plants. 
It  is  also  used  for  drilling  lines  and  sand  lines  in  well 
drilling  operations.  The  wires  used  in  haulage  rope  are 
nearly  twice  as  large  as  those  used  in  hoisting  rope  of 

6  Strands — 7  Wires  per  Strand — 1  Hemp  Core 


Haulage   Rope — One-Size   Wire 

a  corresponding  diameter.  This  feature  is  particularly 
desirable  in  haulage  work  where  the  rope  is  dragged  along 
the  ground  or  over  rough  rollers  and  subjected  to  severe 
abrasion,  as  finer  wires  would  more  quickly  wear  through 
and  break. 

Being  made  of  coarser  and  fewer  wire?  than  hoisting 
rope,  haulage  rope  is  much  less  flexible. 

Hoisting  Rope 

Standard  hoisting  rope  is  composed  of  6  strands  of  19 
wires  each  and  is  made  with  various  slight  modifications 
of  the  strands  and  wires : 

1.  One-size-wire  construction — 19  wires  all  of  one  size. 

2.  Three-size-wire  construction,  sometimes  called  "War- 
rington"   construction — 19   wires,  the  7   inside   wires   being 


3-sized-wire 
Construction 


1-sized-wire       1-sized-wire  Seale 

with  Fillers    without  Fillers     Construction 


of  uniform  diameter  and  surrounded  by  12  wires  which  are 
alternately  large  and  small.  This  combination  of  wires 
increases  the  metallic  area  and  strength  by  approximately 
10  per  cent,  and  the  advantages  of  this  construction  has 


site    direction,   being    right   or    left   lay   according    to    the      led  to  its  general  adoption  as  a  standard  for  hoisting  ropes. 


direction  in  which  the  strands  are  laid. 


3.     Seale    construction — 1    large    center    wire,    an    inner 


In  Langs'-lay,  the  wires  in  the  strands  and  the  strands      layer  of  9  small  wires  and  an  outer  layer  of  9  large  wires. 


322 


HOISTING  MACHINERY 


Tliis  makes  a  rope  which  is  considerably  less  flexible 
than  the  one-size  or  three-size  strand,  but,  there  being  a 
greater  number  of  wires  exposed  on  the  surface  of  the 
rope,  it  offers  greater  resistance  to  abrasion. 

The  wires  used  in  hoisting  rope  being  smaller  than  those 
in  the  6x7  construction  used  for  haulage  rope,  this  type 
of  rope  is  more  flexible  and  will  more  readily  pass  around 
sheaves  and  drums  of  moderate  size.  The  6  x  19  rope  is 
used  more  extensively  than  any  other  construction.  The 
iron  and  mild  steel  grades  are  commonly  used  on  ele 
vators  ;  while  the  crucible  and  plow  steel  grades  are  used 
in  mini's,  quarries,  ore  docks,  coal  docks,  on  cranes, 

6  Strands — 61   ll'ircs  per  Strand — 1  Hemp   Core 


Extra   Special   Flexible  Hoisting  Rope 

dredges,  power  shovels,  derricks,  cableways  and  other  ap 
paratus. 

An  extra  flexible  type  of  hoisting  rope  is  composed  of 
8  strands,  19  wires  to  the  strand.  This  construction  con 
tains  2  more  strands  than  the  standard  hoisting  rope 
which  adds  greatly  to  the  flexibility  of  the  rope  and  per 
mits  its  use  on  sheaves  and  drums  of  comparatively  small 
diameter. 

A  special  flexible  hoisting  rope  composed  of  6  strands, 
37  wires  to  the  strand,  is  used  extensively  on  cranes  and 
similar  machinery  where  the  rope  is  operated  at  high 
speed  and  where  the  sheaves  and  drums  are  of  small  diam 
eter.  The  wires  used  in  this  construction  arc  smaller  than 
those  in  the  standard  hoisting  rope  and  therefore  will  not 
stand  as  much  abrasive  wear,  but,  as  more  than  50  per 
cent  of  the  wires — and  consequently  of  the  strength — are 
in  the  inner  layers  of  the  strand  they  are  protected  from 
abrasion. 

A  still  more  flexible  type  of  construction  is  used  in 
ropes  of  large  diameter — 2  in.  or  more.  This  construction 
consists  of  6  strands  having  61  wires  to  the  strand  and 

6  Strands— 37   U'ires  per  Strand — 1  Hemp  Core 


Steel  Clad  Special  Flexible  Hoisting  Rope 

usually  having  a  hemp  core.  This  large  number  of  wires 
in  the  stiand  permits  the  use  of  a  finer  wire  and  conse 
quently  gives  a  greater  flexibility  than  would  be  possible 
in  a  rope  of  large  diameter  if  made  in  the  6  x  19  or  6  x  37 
construction.  This  rope  is  used  in  very  heavy  land  ser 
vice,  or  for  deep  sea  dredging  and  salvage  work.  In  the 
latter  case  a  wire  center  is  generally  used. 

Steel  Clad  Rope 

Steel  clad  hoisting  rope  is  used  chiefly  on  dredges,  power 
shovels  and  dragline  excavators,  or  for  other  severe  service. 
The  construction  of  this  rope  is  similar  to  the  regular 
6-strand  rope  except  that  each  strand  is  wound  with  a 
flat  strip  of  steel.  This  steel  covering  gives  additional 


wearing  service  without  reducing  the  flexibility  of  the  rope 
but  does  not  increase  the  tensile  strength.  When  the  outer 
flat  steel  is  worn  through  a  complete  hoisting  rope  still 

6  Strands— 61  Wires  per  Strand—  1  Hemp  Core 


Steel  Clail  Extra  Special  Flexible  Hoisting  Rope 

remains  with  unimpaired  strength,  the  steel  strip  having 
served  to  protect  the  inner  wires  from  wear.  As  the  strip 
wears  the  metal  is  forced  down  between  the  strands  of  the 
rope,  thus  filling  the  interstices  and  providing  additional 
wearing  surface  even  after  the  strip  itself  has  been  disin 
tegrated.  Ropes  of  this  construction  may  be  used  under 
unusually  severe  conditions  as  the  additional  wearing  sur 
face  provided  by  the  flat  strips  materially  increases  the 
durability  of  the  rope. 

Marlin  Clad  Rope 

Alarlin  clad  wire  rope  is  a  type  of  hoisting  rope  espe 
cially  adapted  for  use  on  cargo  handling  gear  or  other 
similar  hoisting  apparatus.  It  consists  of  a  round-strand 
rope  each  strand  of  which  is  wound  with  tarred  marlin. 
The  strands  arc  composed  of  from  7  to  19  wires  and  from 
4  to  6  strands  are  used  to  form  the  rope.  The  chief  func- 

5  Strands — 19  Wires  per  Strand — 1  Hemp  Core 


Marlin   Clad  Hoisting  Rope 

tion  of  the  marlin  is  to  protect  the  metal  rope  from  the 
weather.  However,  as  the  marlin  is  in  contact  with  the 
hoisting  drum  and  the  sheaves  it  also  provides  a  wearing 
surface  which  saves  the  wire  underneath. 

Tiller  Rope 

Tiller  rope  or  hand  rope  as  it  is  frequently  called,  is  used 
in  hoisting  service  chiefly  on  small  elevators  having  a  hand 
rope.  The  strands  used  in  this  type  of  construction  are 
composed  of  6  smaller  ropes,  each  one  formed  of  6  regu 
lar  rope  strands  composed  of  7  very  tine  wires  twisted 
around  a  small  hemp  core,  thus  forming  a  complete  rope  in 
itself.  This  type  of  construction  produces  a  very  flexible 

6  Strands— 42  U-'ires  per  Strain! — 7  Hemp  Cores 


Tiller  Rope 

rope  which  may  be  bent  around  sheaves  of  very  small 
diameter,  but,  because  of  the  fine  wire  used  in  the  strands, 
it  does  not  offer  much  resistance  to  abrasion. 

Non-Spinning  Rope 

Non-spinning    hoisting    rope    is    designed    especially    for 
single-line  hoisting  work  on  derricks  or  other  hoisting  ap- 


ACCESSORIES 


323 


paratus ;  or  for  mine  hoisting  or  other  service   where  the 

bucket    or    cage    swings    free   witl 

of  an  inner  rope  composed  of  6  strands  of  7  wires  each, 

18  Straiuls—7  Wires  per  Strand— \  Ucnif  Core 


reduces  the  tendency  of  the  individual   wires  to  crystallize 


bucket   or    cage    swings    free   without   guides.      It    consists      and  break.     There  being  no  interstices  between  the  wires,  a 

greater  amount  of  metal  is  used  in  a  given  diameter  and 
thus  a  maximum  strength  is  obtained.  Due  to  its  compact 
construction,  the  locked  design  offers  great  resistance  to 
the  crushing  tendency  of  the  loads  passing  over  it. 

This  type  of   rope  cannot   lie   spliced   like  ordinary  wire 
rope  and  any  joints  required  must  be  made  with  couplings 


Non-Spinning   Hoisting  Rope 

!aid  in  Lang's  left-lay  around  a  hemp  core,  and  these 
strands  then  covered  witli  an  outer  layer  composed  of 
12  strands  of  7  wires,  each  laid  in  regular  right-lay.  This 
arrangement  of  the  strands  and  the  combination  of  lays 
overcomes  the  tendency  of  the  rope  to  untwist  and  pre 
vents  a  free  load  suspended  on  the  end  of  a  single  line 
from  rotating  or  spinning. 

Track  Cable 

A  special  form  of  wire  rope  construction  is  employed  in 
making  track  cable  for  cableways  and  tramways.  It  con 
sists  of  successive  layers  of  wires  instead  of  the  strands 


1  Wire 


7  Wires 


19  Wires 


37  Wires 


Round-Wire  Track   Cable 

used  ill  the  construction  of  rope  designed  for  haulage  or 
hoisting  service.  This  form  of  construction  is  not  very 
flexible,  but,  as  it  brings  a  larger  number  of  the  wires  to 
the  surface  of  the  rope,  it  provides  a  greater  wearing  sur 
face,  thus  prolonging  the  life  of  both  the  rope  and  the  cable 
carrier  wheels.  Track  cables  are  made  with  round  wire 
throughout,  or  with  inner  layers  of  round  wires,  and  outer 
layers  of  wires  formed  with  an  interlocking  section  called 
locked-wire  or  locked-coil. 

The  most  common  type  of  track  cable  consists  of  6  round 
wires  laid  around  a  round  wire  center  and  then  covered 
with  other  round  wires  in  successive  layers  of  12  and  18 
wires.  These  wires  are  then  twisted  together  to  form  the 
cable  which  is  substantially  one  large  strand  composed  of 
37  wires. 

Locked  Cable 

Locked-coil  and  locked-wire  rope  or  cable  are  similar  in 
construction  except  that  the  locked-wire  cable  is  composed 


Locked-Wire  Track  Cable 

of  a  greater  number  of  wires  than  is  used  in 
the  locked-coil  cable  and  it  therefore  is  more  flexible. 
The  outside  layers  are  formed  of  interlocking  sections 
which  give  a  very  smooth  bearing  surface.  This  type 
of  construction  also  minimizes  vibration  under  stress  and 


Locked-Coil  Track  Cable 

of   sufficiently   small  diameter   to  allow   the  cableway   car 
riers  to  pass  over  them. 

Flat  Rope 

Flat  rope  is  used  chiefly  for  hoisting  purposes,  being 
especially  desirable  when  a  large  and  long  rope  is  re 
quired  for  hoisting  heavy  loads  out  of  deep  shafts,  as  it 
does  not  spin  or  twist.  It  is  also  used  for  operating  spouts 
on  coal  or  ore  docks  and  other  similar  purposes.  It  is 
made  up  of  a  number  of  round  wire  ropes  of  alternate 
right  and  left  lay,  placed  side  by  side  and  then  sewed  to 
gether  with  soft  iron  or  steel  wire  thus  forming  a  O'm- 
pletc  flat  rope.  The  sewing  wires  are  much  softer  than 
the  steel  wires  composing  the  strands  of  the  round  ropes, 
and  act  as  a  cushion  for  the  strands.  This  causes  them 
to  wear  out  much  faster  than  the  harder  wires  composini: 

16  AV/v.f — I     7-H'irc  Strands,  1  Hemp  Core  per  Rope 


Flat  Hoisting  Rope 

the  rope  and  therefore  the  flat  rope  must  sometimes  be 
resewed  with  new  wire.  Should  any  of  the  rope  strands 
become  badly  worn  or  damaged,  they  may  be  replaced  by 
new  strands  and  the  complete  flat  rope  continued  in  service. 

Flat  rope  winds  on  itself  and  requires  a  reel  but  little 
wider  than  the  width  of  the  rope.  This  feature  is  of  par 
ticular  advantage  where  space  is  limited  and  the  wide, 
heavy  drum  that  would  be  required  for  a  large  and  long 
round  rope  could  not  be  installed  or  would  not  be  desirable 
for  other  reasons.  Flat  rope  is  made  from  2  in.  to  7  in.  in 
width ;  from  T4  in.  to  l/i  in.  in  thickness ;  and  in  lengths 
varying  from  20  ft.  to  3,000  ft. 

The  approximate  capacities  of  wire  rope,  made  of  iron 
and  steel  of  various  grades,  are  given  in  the  tables  shown 
on  the  following  pages. 


324 


HOISTING  MACHINERY 


l 

EES-S 


g  2  5-c 
saj< 

(A 


|as< 


g^ol 

IS  II 


S^ 


H 

a. s 


*  tO  00  «D  ;OiMCOCiC->       «c5o*u 


•^3  to  CM  «r  ;•! 


CC  CO        05       f-  -^  M  t-  -4 


U 

«, 


— 
I 

K 

S' 
U 


E 


31  00  5D  <O       IO  ^"  CO 


SQ  O  OO      O  C^l  1O 
toooSS     St-  •* 


E2S-5 

|QS< 

Q    -c 


OO'-SCOIMtO 


OtOOOOO       CO<MCit^O 


S3SSS   88S3S! 


CO-*  00      !N 


ST3RH   S22 


2| 

(5,5 


to 


to 


E 


-8     S 

IS] 


SES-5 


- 


**  —  OOiO'NOI--lOTCCOCH 


Sd 
OO  O)  •* 


•*  CO     CO  O)  ^H  ^« 


C1)        CC  C1)  <O  •V  V  OO     3  O  *1WO 

iO  1^  —  00  (O     'J1  —  C)  r~  >O     ^"COiMC^ 


8SSS8  SSS8S 


U 


a 
^ 

<>) 


N 


^ 
*o 

cq 


5 
D 


il! 

T 

a 
v. 

Co 

k. 

^ 
*. 
<o 


M 

i 

s 

£ 


o 

'A 


ACCESSORIES 


325 


o,L 

^^     N-X* 

\ 
i 

« 

le|-s 

^H  i-^ 

k 

Z 

w?       CO 

COCO    O>  •*  O"  CO  OS  CO 

•a 

I 

fc1.s§ 

••"«"«»  a*^"  """" 

V 

B 
E 

g.e'o'c 

iC  Q  >C 
CO          1C  *~*  ^  Is"  ws  **^ 

X 

K 

us 

sgsgs-gsaaa  asssssa-' 

M 

till 

,,  «;   «  »  »  a  ssa 

: 

SQI 

^^  1-^ 

_ 

"s 
S 
(/)  1 

*s  •> 

»C  CD  CO 

• 

:: 

* 

0 

S 

o  c  do, 

iC  -^  CO  (N  (M     (N  —  "-"  ~H  ^H 

•• 

Approximate 
Strength 
in  Tons  of 
2000  Pounds 

»C     CO             t~-  CO  CO 

t—  C1  OO  ^  C<l     •—  lOJOOt^iC     -^COC^C-li-H      ^H-H 

- 
- 

r 

•- 
\ 

•$ 

t, 
« 

1 

if 

Diameter  of 
Drum  or 
Sheave  in  Feet 
•  Advised 

HI^.U.3JJ9.999. 

- 

b 

% 
t 

< 
< 

'l 
| 

00  O  CO  N  ^ 
CN        COCl                ^COCN^CO           CO1CIC           CDCOSicO'^' 

.- 
- 

r 

£1^| 

• 

- 
- 

z 

Approximate 
Strength 
in  Tons  of 
2000  Pounds 

1C  iC           ^*  1C  00  ^^  C4 

I-H  i--  co  o  os  oo    i--  ca  >c  •<**  co    co  c4  i-i  i-t  i-i 

• 
i 

', 

c 

Diameter  of 
Drum  or 
Sheave  in  Feet 
Advised 

B9saa=  s.:s.  .53,:  ,S!.s 

-. 
: 
: 
^ 

1 

: 

a 
a 

"S.   « 

«„      =0  ^SS  SSSSSS  SS^SS 

i 

CN  CO  "*  «-H  O  OO     t~-  CO  1C  •*  CO     CN  CN  I-H  ^H 

CN  •—  i-i  t-t  ^-c 

\~ 
- 
—. 

Approximate 
Strength 
in  Tons  of 
2000  Pounds 

OOCO     iCCGiC       Is*     OSOS^*1C^H 

7 

2      c 
fflj 

§S    SSS:2I8    S     SaSSSgg?522 

<     %• 

«—  '  OJ  CO  CO  iC  ^     ^t*  CO  CO  N  C1     ^H  --c 

Circumference 
in  Inches 

KMIJRUJUMJ- 

Diameter 
in  Inches 

HSk»!2S^.»»»» 

~ 
•jf. 

'- 

- 

e 

Diameter  of 
Drum  or 
Sheave  in  Feet 
Advised 

:  :ES8  3S2SE  SS?2 

Proper 
Working  Load 
in  Tons  of 
2000  Pounds 

Cf-fCCCOC»     ICQICO 

SS1SS8  82=3=  '-<•->- 

i 

- 

I 

X 

t 

7 

c 

f. 
U 

| 

J 

£ 

M 

- 

I 
X 

7 

U 

1 
U 

Approximate 
Strength 
in  Tons  of 
2000  Pounds 

„,»,  a««  *>««  ag! 

Diameter  of 
Drum  or 
Sheave  in  Feet 
Advised 

S>OM   S?m2St2  «S32 

I! 

OO                                                                    CO  OO  ^< 

o5s?c,c,  aassa 

Approximate 
Strength 
in  Tons  of 
2000  Pounds 

•».*".- 

a      ""° 
Q    f. 

t2mS  S§ioSS8{2  mS52 

Proper 
Working  Load 
in  Tons  of 
2000  Pounds 

^    oo««SS§ 

r-~  r-  o  co  >-"    cs  co  ^t  w  o    COCOICCON    c*~*i-t 

Approximate 
Breaking  Stress 
in  Tons  of 
2000  Pounds 

to   ic  CN  co  co 

CO  OC  iC  ^^  O     d  r-  t--  CO  »O     CO  CO  CN  •-«  i-i     ^H 

Diameter  of 
Drum  or 
Sheave  in  Feet 
Advised 

(2tCM    c3»c2ooi2    icc?2 

•    •    •    •'•      •    -rococo    CS»NC^»-'I-«    »-«  «-«  t-t  f-t 

Proper 
Working  Load 
in  Tons  of 
2000  Pounds 

CO                                                      iCM     Oi^S^  oS 

is.«ss  &sas«  -—  «•  ™ 

Approximate 
Strength 
in  Tons  of 
2000  Pounds 

i"T  *  I     1C  N  iC  N 

SSgSS  SSSS«  SS?5^=  — 

Approximate 
Weight 
per  Foot  in 
Pounda 

§S  ,83  S2S    5     8888  Sggg3 

^-OJCOCOiC     •^•^*COCOtM     M^H^-« 

Circumference 
in  Inches 

«*»*.».  sun.  ss 

Diameter 
in  Inches 

?)?1IMN«    S.S.^.rtS'   «^1^"^'^'   "P-^"^^ 

>. 


B 
O 
- 


- 
l. 


326 


HOISTING  MACHINERY 


V 

E  Z  >•& 

3Qr 

CO 

10          co        m  ro  10      co 

c 

--1 

Z 

•7 

aac  e  o 

o™-S25:«"2 

9 

11 

o 

OcS'O^J'CO      C1!  M  '—''"< 

js!i 

»O                CO            CDCOOOCOCO         COlO 
t^-OCMOO      Ifl  'H  OB  !>•  «5     CO  —  <         OOt^- 

^ 

- 
<: 

(5    ^ 

4; 

9 

i 

X 

•O         „, 

111^ 

coco^j-co    COCM      ooco    r-rto"-o-* 

t! 

1 

£1 

I-EI 

•t 

^   ^-3 

Ifjl 

8-M  iO  iO 
-.COCM 

1 

c 

t 

" 
-c 

t 

e 
X 

"3  ^  !J 

iO               CO            COCOW5            COO         COH 

_! 

z 
B 

i°f 

CCCOCOCM     CM  tN  —  l  I-H  «-"     ^-HM  ^H 

« 

e 

c 

u 
•cr 

is""-1 

CD  CO  --  O 

•i 

I 

'. 

c 

•y 

7 

«    ^^ 

I-         CO^f-i            COCOOO 

Kxira 

<    '"w 

cor^-r-oo    oco(--ojo    OOCD-^COCM 

c 
p 

•5^8^ 

S.«8  -.S88S5.  8S    SSK 

: 

c 

UJ 

f 

3 

|tt  |  1 

«S 

22»2  2  JUS  -s- 

- 
' 

; 

h 

•g  c  S  o 

>o  o 

C 

<ff"'sl 

U"°'*M  "s~~ 

llll 

fT 

»-"l-"CMOO      'VOCOO'J'      COCMCN--HO 

S 

(I 

^     V"        ^     V^SX     Nt 

p 

II 

E  c 

a.s 

&3SJ******** 

SOrtOC 
^lO^ 


CO  U5  (N  O)  SO      Tf  (M  O)  t^-      IO  •*  CO  C^ 

- 


5  (N  O)  SO      Tf  (M 

J  M  >-»  ^H          rH  M 


^1'<N       M  CO 


M  CO  r-  00      CicOtOO 
t~>OTl"CO       Cl  W  i—  '  •—  < 


Appro 
Stre 
in  To 
2000  P 


Irt 


O  C-1  iO  <N       >O  O  O  d       !M  O  O 
>t-,OC^O       O5COOO'-l       t^COOt- 


COCOeOlO^COCOClM-H— i— t 


to 


w  Steel 

°  b^-0 

lr=l 

E  c  -.n 

5°r 

OT 

lO      10  1O  >O                   CO         O 

01    t--Mt--io    C"iaoio>-« 

OOt-cDiO     -^  ^f  CO  CO     COlMCNtN 

•cc 

c 

0 
ft 

a5 

Proper 
Working  Load 
in  Tons  of 
2000  Pounds 

CN-*  00 

SKSiS  S2S2  s»^« 

a 

h 

"M 
S 

•-;      <—  -a 
5J3  o  C 
t  •"  tn  3 

|||.2 

&»  eg 

<             M 

iO*r*r->ra    fOio^-H    oocot-o* 

iM  CC  CO  (N      -HdOOt»     1O  •*  CO  (M 

u  0^^ 

S  £-~f 

|||3 

« 

»O     ifl  1.1  iO                fO        CO 
C-1     t^CMt^iO     C^COiO^ 

oot-coio    Tji^eoeo'    COCSCSCN 

£ 

X 

$ 

9 

£• 

i&l 

"•  cc  c  o 
£  c  oa< 
A  3  HO 
QS| 
P=     N 

00 

^^^^  S222  n03^10 

Approximate 
Strength 
in  Tons  of 
2000  Pounds 

•^fiooci    OOQQCC    »o^ior- 

£3»B5P        O  OT  OO  CO      lO  Tf  CO  CM 

"3 
V 

/ 

"X 

03 
U 

I  ill 
Illi 

Q    ^ 

IQ      lO  ifl  u)                   CO         CO 

CM    r-  ci  r-  10    cNoo»o*-i 
oOt^-co»o    ^""Ceoco   rocitMcM 

ui  Crucible 

•o 

ill 

£  n  o&. 
&.3^o 

0  Sg 

fc   X 

CS                                          •«< 
^C^cScN     2222     000(010 

Extra  Stro 

f^ol 

III! 

l^i 

>-O^cO      it5OSi—  <•—<      QCJiOJiO 

»io^o    osr^t^o    iocococ-4 

t 
£ 

•ssL 

llll 

|Q  %< 

1/J 

10    >o  «/>  >ra            co      co 

(M     l^<Mt^iO     NOOW'-i 

co  r*-  co  »o    •*  -tj*  co  co    to*  N  c-i  CM' 

T 

<3 

t> 

3 

j.j°l 

o  c  o£ 

ss^l 

6'"" 

CO 
COMMAS    ^^Mf^    OJr-eoui' 

£ 

Illi 

pfi 

<3            IN 

Sip  lO  •*     tfH^HCOlO     WPO1CO 
r_t  c^  o  01    oot^-coio    -*cowo* 

Ifli 

""^SQ     OOO>O     IOOOW5 

OOTOO    iScicor^    o^or- 

PS 

•< 

MOOOeD     lOTp^CO     COC^IM^H 

•g, 

««=! 

»    S!  S!^S!^  ^S    ^ 

ss  £ 

QM 

•JS      aS 

Urii 

stx^    ^^^s  ^isx 

fcQ    W.E 

ACCESSORIES 


327 


6  Strands — 61  Wires  per  Strand — 1  Hemp  Core 


6  Strand — 61  Wires  per  Strand — 1  Hemp  Core 


Crucible  Cant  Steel 

A 

A 

Dia   et«     f 

Diameter 
In  Inches 

Circumference 

per   Foot   In 

Strrnnlh 

Working  Load 
In  Tons  of 

Drum  or 

Pounds 

2000  Pounds 

2000  Pounds 

Advised 

3H 

10M 

16.60 

280 

56 

11 

a 

OH 

14.20 

240 

48 

10 

2H 

8K 

$ 

11.95 
9.85 
8.00 

200 
160 
125 

40 
32 
25 

9 
8 
7 

2 

6.30 

105 

21 

6 

Kxtra  Strong  Crucible  Caat  Steel 

3>i 

10K 

16.60 

315 

63 

11 

3 

9H 

14.20 

275 

55 

10 

2^ 

V'1  , 

11.95 

233 

47 

9 

•2H 

7^ 

9.85 

187 

37 

8 

2H 

7i^ 

8.00 

150 

30 

7 

2 

ek 

6.30 

117 

23 

6 

>                                                   Plow  Steel 

3K 

10K 

16.60 

350 

70 

11 

3 

9H 

14.20 

310 

62 

10 

2^ 

8« 

11.95 

265 

53 

9 

2H 

T>A 

9.85 

214 

43 

g 

2^i 

8.00 

175 

35 

7 

2 

6K 

6.30 

130 

26 

6 

Extra  strong    Plow  Steel 

3Ji 

10K 

16  60 

370 

74 

11 

3 

9H 

14.20 

325 

65 

10 

2*^ 

m 

11.95 

278 

56 

I 

'H 

9.85 

225 

45 

g 

2Ji 

7H 

8.00 

184 

37 

7 

2 

6H 

6.30 

137 

27 

6 

Crucible  Cad  Steel 

Diameter 

Serving 
ID  Inches 

Diameter  of 
Bare  Ror* 
in 
Inches 

Approximate 
Weight 
per  Foot 
in  Pounds 

Approximate 
. 
in  Ton,  of 
2000  Pounds 

Proper 
Working  Load 

2000  Pounds 

Diameter  of 
Drum  or 
Sheave  in  Feet 
Advised 

W 

3 

16.80 

240 

48 

10 

3 

V/4 

14.35 

200 

40 

9 

2?^ 

2H 

12.05 

1GO 

32 

8 

2J^ 

2J^ 

9.90 

125 

25 

7 

2K 

2 

8.45 

105 

21 

6 

Extra  Strong  Crucible  Casil  Steel 

3J» 

3 

16.80 

275 

55 

10 

3 

25^ 

14.35 

233 

47 

9 

2^4 

2H 

12.05 

187 

37 

8 

2H 

2M 

9.90 

150 

30 

7 

2K 

2 

8.45 

117. 

23 

6 

Plow  Steel 

3K 

3 

16.80 

310 

62 

10 

3 

| 

14.35 

12.05 

'."a 
214 

53 
43 

9 
g 

2H 

M 

9.90 

175 

35 

7 

2K 

2 

8.45 

130 

26 

6 

Extra  Strong   Plow  Steel 

yy 

3 

16.80 

325 

65 

10 

3 

2J^ 

14.35 

278 

55 

9 

29i* 

2H 

12.05 

225 

45 

8 

2M 

2W 

9.90 

184 

37 

7 

2K 

2 

8.45 

137 

27 

6 

Extra  Special  Flexible  Hoisting  Rope 


Steel  Clad  Extra   Special  Flexible   Hoisting  Rope 


Crucible  C««<   Steel                     Extra  Strong  Crucible  Cant   Steel                               Plow  Steel 

Diameter 

Approximate 
Circumference 

Weight 
Foot 

Approximate. 
Breaking  Stress 
in  Tons  of 

Proper 
Working  Load 
in  Tons  of 

Diameter  of 
Drum  or 
Sheave  in  Feet 

Approximate 
Breaking  Stress 
in  Tons  of 

Proper 
Working  Load 
in  Tons  of 

Diameter  of 
Drum  or 
Sheave  in  Feet 

Approximate 
Breaking  Stress 
in  Tons  of 

Proper 
Working  Load 
in  Tons  of 

Diamvter  of 
Drum  or 
Sheave  in  Feet  . 

Inches 

in  Pounds 

2000  Pounds 

2000  Pounds 

Advised 

2000  Pounds 

2000  Pounds 

Advised 

2000  Pounds 

2000  Pounds 

Advised 

lt. 

IM 

5.50 

85.90 

17.1 

7.00 

101.00 

20.2 

7.00 

111.10 

'       22.2 

7.00 

lici 

5 

4.90 

74.40 

14.8 

6.50 

87.60 

17.5 

6.50 

96.30 

19.2 

6.50 

jl^ 

45i" 

4.32 

63.80     • 

12.7 

6.00 

75.00 

15.0 

6.00 

82.50 

16.5 

6.00 

IH 

4M 

3.60 

52.00 

10.4 

5.50 

62.40 

12.4 

5.50 

68.60 

13.7 

5  50 

IK 

2.80 

43.80 

8.7 

5.00 

51.60 

10.3 

5.00 

56.80 

11.3 

5.00 

1H 

3H 

2  34 

36.80 

7.3 

4.50 

43.20 

8.6 

4.50 

47.50 

9.5 

4.50 

i 

3 

1.73 

28.00 

5.6 

4.00 

33.00 

6.6 

4.00 

36.30 

7.2 

4.00 

% 

m 

1.44 

22.50 

4.5 

3.50 

26.50 

5.3 

3.50 

31.80 

6.3 

3.50 

B 

2K 

1  02 

16.70 

3.3 

3.00 

19.60 

3.9 

3.00 

24.60 

4.9 

3.00 

& 

2 

.70 

11.10 

2.2 

2.50 

13.10 

2.6 

2.50 

15.75 

3.1 

2.50 

A 

IW 

.57 

9.10 

1.8 

2.25 

10.70 

2.1 

2.25       • 

12.80 

2.5 

2.25 

H 

1H 

.42 

6.90 

1.8 

2.00 

8.10 

1.6 

2.00 

9.75 

1.9 

2.00 

A 

W 

.31 

4.90 

.98 

1.75 

5,80 

1.1 

1.75. 

6,85 

1.3 

1.75 

H 

W 

.25 

3.90 

.78 

1.50 

4.60 

.92 

1.50 

5.55 

1.1 

1.50 

Non-Spinning   Hoisting   Rope  18  Strands — 7  Wires  per  Strand — 1  Hemp  Core 


I  rnii 

Crucible  Cu«l   Steel 

Diametei 
in  Inches 

Circumference 
in  Inches 

Approximate 

U'eiyJii   r><'r  Poot 

Strength  in 

;    .    ..: 
2100  Ibs. 

Circumference 
of  Equal 
Manila  Rope 

Diameter 
in  Inches 

Circumference 

Approximate 
Weight  per  Foot 

Approximate 
Strength  in 
Tr  ns  of 
2000  Ibs. 

Circumference 
of  Equal 
Manila  Rope 

IM 

5H 

4  R,1 

42 

11 

Ik 

4 

2  45 

42 

13 

I  ft 

5J4 

4  42 

10  '  j 

1« 

354 

2  21 

38 

12 

1;'. 

4.15 

:W 

10 

3J-i 

2 

34 

11 

4?4 

3  55 

:m 

1  '» 

3J^ 

1  77 

31 

10 

Uf 

3  24 

2S 

9 

1 

3 

1  58 

28 

9 

,v" 

41.4 

2  45 

2fi 

5J? 

« 

2N 

1  20 

22 

SH 

ji^ 

•J3 

10 

?B 

2!-^ 

1  03 

19 

g 

IK 

IH 

3>'2 

2 

1   77 

18 

16   1 

6^ 
6 

H 
K 

2'4 

89 
.62 
50 

16  8 
11  7 
9 

7 
6 

. 

/J 

H 

1  20 

11    1 

M 

IH 

.39 

7 

43 

H 
M 

2i| 

1.03 

.89 

0.4 
7.8 

5 

g 

1M 

.34 
.30 

6 

5 

«s 

454 

H 

•J 

.62 

5.7 

4!2 

H 

IH 

.22 

4.2 

M 

154 

.80 

4  46 

3S4 

?.« 

15 

32 

3 

IH 

39 

3  39 

3 

H 

.30 

2  35 

24 

K 

1  >.-£ 

.22 

1  95 

1 

15 

1  42 

2 

Galvanized  Standing  or  Guy  Rope          6  Strands—  7  U'ircs  per  Strand—  1  Hemp  Core 

328 


HOISTING  MACHINERY 


Crucible  Cast  Steel 

Diameter 
in  Inches 

Approximate 
Circumference 
in  Inches 

Approximate  Weight 
par  Foot  in 
Pounds 

Approximate 
Breaking  Stress 

2000  Pounds 

2K 

7K 

12.50 

190 

2 

6K 

10.00 

160 

J3^ 

5K 

7.65 

120 

1H 

5K 

6.60 

103 

IK 

4K 

5.70 

89 

iH 

4Ji 

4.75 

75 

IX 

4 

3.80 

62 

iK 

3K 

3.15 

50 

i 

3 

2.50 

40 

« 

2« 

1.88 

30 

H 

2!4 

1.30 

22 

8 

2 

.90 

15.5 

A 

1« 

.72 

12.5 

K 

IK 

.57 

10 

Locked-Wire  Track  Cable 


Crucible  Stee 

Plow  Steel 

Diameter 
in  Inches 

No.  of 
Wires  in 
Strand 

Weight  per 
100  Feet 

Breaking 
Stress 

Breaking 
Stress 

in  Tons  of 

in  Tons  of 

2000  Pounds 

2000  Pounds 

2K 

91 

1310 

285.00 

335.00 

2K 

91 

1036 

233.00 

266.00 

2K 

91 

935 

204.00 

240.00 

2 

61 

840 

185.00 

218.00 

IK 

61 

728 

161.00 

189.00 

«i 

61 

659 

145.80 

171.00 

l?i 

61 

563 

124.00 

146.00 

IK 

37 

488 

108.40 

127  50 

I'A 

37 

401 

88.80 

105.00 

l>i 

37 

323 

71.80 

84.60 

IK 

37 

270 

60.00 

70.70 

l 

19 

220 

49.20 

58.00 

H 

19 

169 

37.60 

44.40 

H 

19 

124 

27.60 

32.50 

K 

19 

86 

19.20 

22.30 

Round  Wire  Track   Cable 


Crucib  e  Sleel 

Plow  Steel 

Wi.lchand 
Thicltneaa 

Apprummat 

V.       .  V 

per  r'oot 

x°»k,r 

Proper 
Wortiog 

Approtiroai 
Breaking 

Proper 
Working 

in  Inches 

in  Pounds 

in'To'na 

in  Tons 

Load 

of  2000 
Pounds 

of  2000 
Pounds 

of  2000 
Pounds 

of  2000 
Pounds 

K-inch 
Thick 

& 

.82 
1.06 

17 
22 

3.4 
4.4 

20 
26.5 

4.0 
5.3 

A  -T  -i 

26 

5.2 

31 

62 

rV-inch 
Thick 

A*2M 
A*3 

1.10 
1.35 

1  60 

23 
30 
36 

4.6 
6.0 
7  2 

28 
35 

5.6 
7.0 

A  x  3<A 
A*4 

1.88 
2.15 

41 

4S 

8.2 

9.6 

50 
57 

10.0 
11.4 

'A  »2 

1.30 

27 

5.4 

33 

6  6 

78  x  2J-£ 

1.70 

36 

7.2 

43 

8  6 

H-inch 
Thick 

*A*3'A 

1.89 
2.30 
2.43 
2.85 

41 
50 
54 
63 

8.2 
10.0 
10.8 
12.6 

49 
60 
65 
76 

9.8 
12.0 

13.0 
15  2 

%x5 

3.10 

68 

13.6 

81 

16  2 

Mx6  2 

3.50 
3.73 

77 
81 

15.4 

16.2 

92 
97 

18.4 
10.4 

H»  2H 

2.20 

45 

9.0 

54 

10  8 

X*3'A 

2.50 
2.80 

52 
60 

10.4 
12.0 

63 
72 

12.6 
14  4 

H-inch 
Thick 

'till* 

3  15 
3.85 

4.20 

69 
83 
90 

13  8 
16  6 
18.0 

82 
99 
108 

16.4 
19  8 
21  6 

'& 

4.55 
4.90 
5.90 

98 
105 

128 

19.6 
21.0 
25.6 

118 
126 
153 

23.6 
25.2 
30.6 

Crucible  Cast  Steel 

Diameter 
in  Inches 

Approximate 
Circumference 
in  Inches 

Approximate  Weight 
per  Foot  in 
Pounds 

Approximate 
Breaking  Stress 
in  Tons  of 
2000  Pounds 

IK 

SK 

6.30 

103 

IK 

Wi 

5.30 

89 

IK 

tyt 

4.40 

75 

1J4 

4 

3.70 

62 

IK 

3K 

3.00 

50 

i 

3 

2.35 

40 

«. 

2Ji 

1.80 

30 

Locked-Coil  Track  Cable 


6  Strands — 42  Wires  each — 7  Hemp  Cores 


Diameter 

Circum- 

Approximate 

Weight 

Diameter  of 

Breaking  Strength 

in  Inches 

in  Inches 

per  Foot  in 
Pounds 

Sheave  in 
Inches  Advised 

Iron 
Pounds 

Crucible 
Cast  Steel 
Pounds 

1 

3 

1.10 

24 

22,000 

35,000 

K 

2/4 

.84 

21 

15,500 

2li,000 

% 

*74 

.62 

18 

11,000 

18,000 

A 

IK 

.43 
.35 

15 
13K 

7,000 
6,3110 

13,500 
11,000 

K 

IK 

.28 

12 

8,800 

9,000 

16 

1/4 

.21 

10K 

4,000 

6,500 

/a 

ITS 

.16 

9 

3,000 

4,800 

K 

X 

.11 

.07 

6^ 

1,000 
1,300 

3,600 
2,500 

A 

A 

.012 

750 

1,350 

Filler  or  Hand  Rope 

5  Strands— 19  Wires  per  Strand— \  Hemp  Core 


Flat  Hoisting  Rope 


Crucible  Cunt  Steel 

Diameter 
inlnchea 
before 
Serving 

Approximat 
Diameter 
after  Scrvin 
withMarlin 

Appro  ii  mat 

ence  after 
Serving  witl 
Marlin 

Str'sin1" 
in  tona  of 
2000  Lba. 

Allowable 
Working 
Strain 

2000  Lbs. 

Minimum 
Sixe  of  Drue 
or  Sheave 
in  Feet 

Approximate 

Foot  in 
Lba. 

.Ik 

2H 

6H 

85 

17   0 

7K 

4.88 

}H 

2 

6.!^ 

72 

14.4 

6K 

4.19 

IK 

i^s 

5^ 

67 

13.4 

5M 

3  60 

l*A 

1% 

5^2 

66 

11.6 

5K 

3.06 

IK 

1% 

&y& 

47 

9.4 

5 

2.52 

IK 

1^2 

4% 

38 

7.60 

.p  .; 

2.07 

1 

iH 

•*A 

30 

6.00 

4 

1.66 

K 

1  !i 

3^ 

23 

4.60 

3H 

1.29 

K 

IJ-lj 

3H 

17.5 

3.50 

3 

1.12 

78 

1 

3H 

12  5 

2.50 

.80 

iV 

^ 

2M 

9.0 

1.80 

1M 

.60 

n 

^ 

2M 

8.4 

1.68 

IK 

49 

H 

H 

2 

4.8 

0.96 

l 

.36 

M 

A 

IK 

2.2 

0.44 

K 

.21 

Kxlro  Strong  Crucible  Cast  Steel 

Diameter 
inlnchca 
before 
Serving 

Approximate 

Diameter 
after  Serving 
with 
Marlin 

Serving  with 
MarUn 

Approximate 
Breaking 

in  Ton  "of 
2000  Lbs. 

Allowable 

Working 

2000  Lba. 

Siieof  Drum 
or  Sheave 
in  Feet 

Approximate 
Weight  per 

IH 

2H 

GH 

98 

19.6 

7Ji 

4.88 

1M 

2' 

6J^ 

83 

16.6 

6K 

4.19 

iji 

l^i 

57^ 

72 

14.4 

5V 

3  60 

1M 

»« 

5j-i 

64 

13.0 

5K 

s!o6 

1M 

IK 

5H 

53 

10.6 

5 

2.52 

IK 

IK 

4M 

43 

8.60 

4K 

2.07 

1 

IH 

4A 

34 

6.80 

4      . 

1.66 

K 

IK 

3K 

26 

5.20 

3K 

1  29 

M 

iK 

3K 

20.2 

4.04 

3 

1.12 

X^ 

i 

SjJ 

14.0 

2.80 

2!-i 

.80 

A 

K 

10.  1 

2.02 

IJi 

.60 

A 

.« 

2Ji 

9.2 

1.84 

IK 

.49 

y* 

K 

2 

5.30 

1.06 

1 

-36 

y* 

K 

U4 

2.43 

0.49 

K 

.21 

Marlin-Clad  Wire  Rope 


PACKAGE  HANDLING  CONVEYORS 


Arm  and  Suspended  Tray  Elevators;  Push  Bar,  Apron 

and     Belt    Elevators     and     Conveyors;     Gravity 

Roller    Conveyors    and    Spirals;    Spiral 

Chutes;  Special  Conveyors 


A  Treatise  Covering  the  Construction  and  Application 

of  Continuous  Elevators  and  Conveyors 

for  Handling  Packed  Materials 


By 

W.  T.  SPIVEY 

Consulting  Engineer;  Associate  Member,  American  Society  of  Mechanical  Engineers; 
Member,  Society  of  Terminal  Engineers 


Conveyors  and  Elevators  for  Packed  Material 


CONTINUOUS  ELEVATORS  AND  CONVEYORS  for  the  handling 
of   packed    materials    fall    naturally    into    the    follow 
ing  classes :  arm  elevators,  suspended  tray  elevators, 
push-bar  elevators  and  conveyors,  apron  elevators  and  con 
veyors,   belt   conveyors   and   elevators,   gravity    roller   con 
veyors,  gravity  roller  spirals,  spiral  chutes,  haulage,   over 
head  track,  pneumatic,  wire  line  carriers  and  other  special 
elevators  and  conveyors. 

So  far  as  is  consistent  with  clearness,  the  commonly  ac 
cepted  names  have  been  given  to  the  different  types.     How 
ever,    as    these    names    vary    so    greatly    among    the    many 
makers  and  users  of  this  equipment,  it  has,  in  several   in 
stances,  been  necessary  to  arbitrarily  select  the  name  which 
is  most  descriptive  of  the  character  of  the  machine.     In  a 
few  cases   the   different   types   may  seem   to  over-lap   each 
other   slightly,   as   in  the  case   of   gravity   roller   conveyors 
and  gravity  roller  spirals,  but  it  has  been  considered  best  to 
treat     them     separately     be 
cause  their  application  is  so 
distinctly    diffeient.      In    the 
division     covering     haulage, 
overhead     track,     pneumatic 
and   other   special   elevators 
and    conveyors,    many    very 
different  types   of   machines 
have     been     considered     to 
gether,   either   because   their 
range  of  application  is  lim 
ited,  or  because  they  are  less 
strictly     material     handling 
equipment.     A  few  of  these 
special   machines   are   some 
what  related  in  their  design 
and  operation  to  machines  in 
the  other  main  classes.  These 
have    been    considered    sep 
arately     largely      to      make 

more  sharp  the  distinctive  features  of  the  main  classes  by 
removing  from  them  the  unusual  variations  found  in  these 
more  specialized  machines. 

In  the  presentation  of  the  various  types  of  these  con 
tinuous  carriers,  ?ach  type  has  been  considered  from  the 
following  points  of  view :  general  application,  specifications, 
notes  on  operation,  individual  industrial  applications,  me 
chanical  details. 

Under  general  application  is  discussed  the  general  scope 


Arm  Elevators 

Suspended  Tray  Elevators 

Push-Bar  Elevators  and  Conveyors 

Apron  Elevators  and  Conveyors 

Belt  Conveyors  and  Elevators 

Gravity  Roller  Conveyors 

Gravity  Roller  Spirals 

Spiral  Chutes 

Special    Elevators    and    Conveyors 

Overhead  Track;  Special  Chain;  Carrousel; 
Sling  Type  Carriers;  Live  Roll;  Pneu 
matic;  Wire  Line  Carrier. 


M!  u-r  ot  the  type  of  equipment,  with  its  peculiar  advantages 
and  limitations  With  the  purpose  of  presenting  in  one 
place  the  complete  description  of  the  type,  both  elevators 
and  conveyors  of  that  type  have  been  considered  together. 
In  the  individual  industrial  application  paragraphs,  how 
ever,  the  elevators  and  conveyors  have  been  treated  sep 
arately,  since  the  application  of  the  same  mechanical  type  is 
often  quite  different  in  elevating  from  what  it  is  in  con 
veying. 

The  general  specifications  of  each  class  of  equipment  are 
given  in  as  much  detail  as  the  widely  varying  practice  of 
the  different  manufacturers  make  it  practicable. 

The  notes  on  operation  cover  mainly  the  ordinary  care 
and  attention  required  in  the  operation  and  maintenance  of 
each  type  of  continuous  conveying  equipment.  It  has  not 
been  considered  necessary  to  include  many  of  the 
more  obvious  principles  of  operation  common  to  the  mainte 
nance  of  all  classes  of  me 
chanical  equipment. 

The  individual  applica 
tions,  with  their  illustra 
tions  are  presented  with  the 
two-fold  purpose  of  point 
ing  out,  in  the  various 
major  industries,  some  of 
the  purposes  for  which  con 
tinuous  elevators  and  con 
veyors  have  been  success 
fully  used,  and  of  indicating 
the  logical  available  ma 
chine  for  the  service.  Space 
does  not  permit  more  than 
a  limited  number  of  typical 
illustrations  of  each  type, 
and  there  are,  obviously,  in 
numerable  other  industrial 
operations  in  which  the 

equipment  is  being  used  to  equally  good  advantage. 
In  these  application  paragraphs  have  been  given,  where 
practical,  more  detailed  specifications  for  the  machines 
as  applied  to  each  industry. 

Tile  mechanical  details  section  has  been  separated  from 
the  rest  of  the  text  with  the  purpose  of  simplifying  reference 
by  treating  the  details  of  elevators  and  conveyors  for  both 
packed  and  loose  material  in  the  most  compact  and  readily 
available  form. 


Haulage; 


Arm  Elevators 


The  arm  elevator  is  the  simplest  type  of  continuous 
motion  equipment  for  the  elevating  of  packages  vertically, 
or  at  high  angles  of  incline.  Properly  designed  it  is 
adapted  to  lowering  as  well,  although  it  is  not  so  auto 
matic  in  this  direction  as  in  elevating.  This  type  of  ele 
vator  is  best  adapted  to  the  handling  of  objects  of  uniform 
size — barrels,  bales,  bags,  boxes.  With  the  finger-arm 
carriers  in  most  common  use  packages  are  picked  up  auto 
matically  from  the  loading  fingers  or  stations  at  any  floor 
on  the  up-side  and  discharged  over  the  top  only.  The  use 


of  self-dumping  or  tilting  arms,  however,  permits  the  load 
to  be  discharged  at  any  desired  floor.  As  gravity  lowerers, 
controlled  by  small  motors  or  mechanical  brakes,  these 
elevators  have  found  a  fairly  wide  field  of  application. 
With  either  finger  or  solid  tray  arms,  loaded  manually  on 
the  down-side,  fragile  packages  are  safely  handled. 

This  flexibility  of  use  has  made  the  arm  elevator  very 
efficient  in  multi-story  storage  buildings,  marine  and  termi 
nal  freight  houses,  and  in  many  industrial  plants.  The 
small  floor  space  required  is  an  important  feature  in  build- 


331 


332 


CONVEYORS  AND  ELEVATORS  FOR  PACKED  MATERIAL 


ings  in  which  operating  space  is  limited.  Improvements 
in  loading  and  discharge  devices  have  materially  increased 
the  usefulness  of  such  elevators  by  making  possible  the 
automatic  loading  from  other  conveyors  as  well  as  the  dis 
charge  to  lines  of  conveyors  on  the  upper  floors. 

General  Specifications 

Frame.  Wood  frames  are  much  used,  with  channel 
or  other  chain  guides  attached  to  the  timbers.  The  all-steel 
frame,  however,  in  which  the  chain  or  arms  run  in  guides 
formed  by  the  structural  members,  is  more  generally  satis 
factory  for  permanent  installations.  The  frame  is  usually 
continuous  from  bottom  to  top,  although  the  entire  weight  is 
often  carried  on  the  top  floor.  In  any  case,  the  vertical 
members  particularly  should  be  thoroughly  tied  together  and 
braced. 

Chain  and  Arm  Guides.  In  the  inclined  types  of  arm 
elevators,  unless  the  packages  are  too  heavy  no  top  guides 
are  necessary,  the  tightness  of  the  chain  and  the  weight  of 
the  package  against  the  frame  being  depended  upon  to  pre 
vent  the  arm  from  turning  back  under  the  load.  In  vertical, 
or  nearly  vertical,  elevators,  however,  the  points  of  attach 
ment  of  the  cantilever  arms  to  the  chain  should  run  in 
guides,  except  for  the  lightest  packages.  With  steel  frame 
elevators,  these  guides  are  usually  formed  by  the  frame 
members,  but  in  either  case  they  must  insure  stiff  support 
for  the  cantilever  arms,  as  well  as  smooth  travel  of  the  load 
in  a  straight  line.  In  some  of  the  self-dumping  arm  ele 
vators,  the  arm  guides  are  built  with  such  curves  as  to  cause 
the  tripping  of  the  arm. 

Arms.  The  simplest  arm  is  composed  of  two  fingers 
of  iron  or  steel.  Occasionally  wood  arms  are  used,  with 
braces  under  each  finger,  all  connected  to  form  a  rigid 
cantilever  unit.  For  elevating  barrels  or  kegs  these  fingers 
should  be  so  shaped  as  to  hold  the  package  securely  in 
place.  For  boxes,  bales,  or  bags,  straight  arms  are  cus 
tomary,  since  for  such  packages  the  straight  arm  makes  for 
more  perfect  discharge.  With  this  type  arm  slats  are  often 
used  between  the  chains  to  form  a  back  for  the  arms  and 
prevent  the  throwing  of  packages  through  the  chain.  Solid 
tray  arms  may  be  of  wood,  or,  for  small  heavy  packages 
steel  angles  are  often  used  for  handling  objects  of  miscel 
laneous  size.  These  trays  will  not  pick  up  the  load  as  will 
the  finger-arm  type.  These  rigid  types  of  arms  practically 
all  discharge  over  the  top,  although  by  arranging  special 
trips  on  the  up-side  they  can  be  made  to  discharge  certain 
packages  at  any  floor.  Similarly,  specially  designed  arms 
will  lower  packages  also,  either  on  the  down-side  or  by 
running  the  elevator  backward.  However,  for  discharging 
on  the  up-side  the  more  highly  developed  self-dumping  arm 
is  more  efficient.  This  arm  is  so  designed  as  to  trip  at  any 
desired  floor.  It  will  also  lower  packages  on  the  down-side. 

Loading.  The  loading  of  most  arm  elevators  is  semi 
automatic,  in  that  they  pick  up  the  load  from  loading  fin 
gers  at  any  floor  at  which  these  may  be  set,  usually  the 
first.  Loading  from  chutes,  barrel  skids,  gravity  or  power 
conveyor  is  feasible,  but,  except  for  the  simplest  conditions 
very  careful  designing  of  the  timing  or  other  loading  de 
vices  is  essential.  This  applies  also  to  automatic  feeders. 
Certain  packages  such  as  cylinders  in  lowering  are  loaded 
automatically  by  trips  operated  by  the  descending  arms. 
However,  for  lowering  the  great  majority  of  packages, 
hand-loading  is  usual.  For  down-loading  the  speed  should 
be  low,  preferably  not  over  40  ft.  per  min.  Particularlv  in 
handling  heavy  packages  low  speeds  relieve  the  machine 
of  much  of  the  shock  of  pick-up  incident  to  elevators  of 
this  type. 

Discharge.     Discharge   of   the   simpler   arm   elevators 


is  usually  over  the  top.  For  the  most  effective  discharge 
the  top  sprocket  should  be  of  sufficient  size — from  12  in. 
to  24  in.  is  usual — to  prevent  too  much  "jerk"  of  the  arms 
as  they  pass  around  the  top.  Unless  a  conveyor  is  pro 
vided  to  receive  the  packages  a  sloping  discharge  chute  is 
rather  essential.  This  chute  should  be  carefully  fitted  to 
the  path  of  the  arms,  so  that  packages  such  as  loose  bags 
will  not  be  caught  between  the  arms  and  the  chute.  Unless 
the  elevator  is  run  at  the  lowest  speed  that  will  give  the 
required  capacity,  barrels  and  other  heavy  packages  are  apt 
to  discharge  roughly.  Certain  specially  designed  types  of 
arm  elevators,  particularly  those  for  elevating  lumber,  are 
built  to  carry  their  load  over  the  top  and  deposit  it  at  any 
desired  point  on  the  down-side. 

With  self-dumping  arms,  however,  the  load  may  be  dis 
charged  at  any  floor  on  the  up-side,  either  by  so  curving 
the  chain  guides  as  to  dump  the  package  forward,  or  by 
using  arms  which  dump  themselves  upon  striking  adjustable 
trips  which  are  set  at  the  desired  floor.  In  any  case,  whether 
in  elevating  or  lowering,  the  package  must  leave  the  ele 
vator  promptly  so  that  the  following  arm  will  not  strike 
it.  This  point  must  be  more  carefully  considered  in  inter 
mediate  floor  discharge  than  in  the  more  positive  top 
discharge. 

Drive  and  Take-up.  In  this  type  elevator  either 
worm  or  spur  gears  are  ordinarily  used.  The  worm  gears 
serve  also  as  a  safety  brake  in  case  of  accidental  cut-off 
of  the  power.  The  take-up  is  almost  invariably  placed  at 
the  bottom  of  the  elevator.  When  used  as  lowerers  these 
elevators  are  sometimes  operated  without  motors,  the  con 
trol  being  secured  by  the  use  of  mechanical  brakes. 

Control  and  Safety  Devices.  There  is  a  tendency 
toward  the  more  extensive  use  of  the  control  operated  from 
several  points,  particularly  on  the  multi-story  elevators. 
There  is  also  an  increasing  use  of  safety  devices  such  as 
those  which  cut  off  the  motor  if  any  packages  fail  to  load 
or  discharge  properly,  and  others  for  similar  purposes. 
These  devices  are  generally  electrical,  and  are  comparatively 
simple  in  operation. 

Operation 

The  most  important  factor  in  successful  operation  of  the 
arm  elevator  is  really  a  point  of  design.  This  is  that  the 
elevator  should  be  run  at  as  low  a  speed  as  will  give  the  re 
quired  capacity  and  insure  proper  discharge.  That  this 
would  be  done  in  all  cases  would  seem  self-evident,  but  the 
fact  remains  that  most  of  these  machines  run  at  speeds 
faster  than  is  either  necessary  or  advisable.  Most  of  them 
are  designed  with  a  speed  to  serve  very  rare  peak  loads 
and  are  continually  operated  at  this  speed.  In  top  dis 
charge  elevators  the  failure  to  provide  sufficient  height 
above  the  discharge  floor  to  allow  for  piling  up  of  bags 
or  packages  makes  it  necessary  to  watch  the  discharge  too 
closely.  This  reduces  the  economy  of  the  elevator  by  mak 
ing  the  operation  less  automatic  than  it  would  otherwise 
naturally  be.  In  manual  loading  considerable  time  is  saved 
if  the  men  can  deposit  their  loads  on  the  loading  station 
or  feeder  and  not  wait  for  the  elevator  arms.  In  the  multi 
story  elevators,  in  particular,  signal  bells  or  speaking  tubes 
between  points  of  dispatch  and  delivery  are  useful  to  pro 
mote  efficiency  in  operation. 

Where  the  rigid  arm  elevator  is  made  portable  it  should 
be  mounted  on  rails,  unless  the  floor  is  unusually  smooth, 
in  which  case  casters  or  wheels  are  better.  In  any  case, 
the  spread  of  the  base  must  be  sufficient  to  insure  the  sta 
bility  of  the  machine,  particularly  in  handling  heavy  loads 
or  in  moving  from  place  to  place.  The  smaller  elevators 
may  well  be  hand-propelled,  but  the  machine  that  is  pro- 


ARM   ELEVATORS 


333 


pcllcd  by  its  own  power,  especially  if  it  is  large  and  heavy, 
is  far  more  satisfactory. 

Storage 
Bags — Boxes — Bales — Barrels 

In  warehouses  handling  a  fairly  limited  range  of  pack 
ages  the  arm  elevator  finds  its  most  economical  application. 
Because  of  the  simple  construction  and  the  small  floor  space 
required  it  is  often  profitable  to  install  several  elevator: 
in  one  building  in  order  entirely  to  eliminate  long  hauls 
on  both  the  receiving  and  upper  floors.  Such  a  system 
provides  the  shortest  route  from  the  car  doors  to  the  stor 
age  piles  on  the  floors  above.  Elevators  of  this  type  are 
frequently  installed  on  receiving  platforms,  discharging 
through  convenient  windows  above. 

The  inclined,  double-strand  arm  elevators  arc  the  sim 
plest  of  the  type.  Where  the  incline  is  sufficient  to  make 
the  weight  of  the  packages  rest  partly  against  the  frame 
in  their  ascent,  chain  or  arm  guides  are  unnecessary.  Tim 
ber  frames  are  much  used,  although  steel  angles  or  chan 
nels  make  a  stiffer  and  better  construction.  In  either  case 


it  will  handle,  as  is  the  inclined  apron  elevator,  it  occupies 
less  space  and  may  be  of  somewhat  lighter  construction. 
Equipped  with  large  wheels,  as  shown,  this  machine  will 


High  Discharge  Prevents  Congestion 

a  smooth  running  track  for  the  chain,  preferably  of  steel, 
is  essential.  The  photograph  shows  a  good  top  discharge 
arrangement,  with  the  steel  chute  fitted  as  closely  to  the 
elevator  as  the  traveling  arms  will  permit.  This  is  par 
ticularly  important  in  elevating  such  loose  packages  as  bags, 
where  there  is  danger  of  the  package  catching  in  the  open 
ing  between  the  chute  and  the  elevator  arms.  The  ade 
quate  height  of  discharge  above  the  floor,  as  shown,  allows 
many  bags  to  pile  up  without  any  danger  of  blocking  the 
elevator.  However,  discharge  to  a  table  from  1  ft.  to  2  ft. 
high  makes  easier  manual  handling  of  the  bags. 

Warehousing 

Bags — Miscellaneous  Commodities 

The  use  of  the  inclined  portable  arm  elevator,  discharging 
through  second  or  third-story  warehouse  windows,  pro 
vides  a  very  direct  transfer  of  commodities  from  trucks 
or  cars  to  the  storage  piles  on  these  upper  floors.  Much 
time  would  be  lost  in  trucking  these  bags  to  freight  ele 
vators  within  die  building,  and  then  making  a  similar  trip 
on  the  storage  floors  above.  While  the  elevator  shown 
has  a  fixed  height  of  discharge,  these  machines  are  built 
with  adjustable  carrier  booms,  so  that  the  same  machine  will 
serve  several  floor  levels.  Although  this  type  of  elevator 
is  not  so  versatile  with  regard  to  the  range  of  package 


Direct  Line  to  Storage  Piles 

stand  moving  over  cobble  stones  or  other  equally  rough 
outdoor  pavements.  It  should  be  light  enough  to  be  easily 
moved  by  hand.  Instead  of  the  wood  base  frame,  a  stiffer 
and  more  serviceable  base  may  be  made  from  steel  chan 
nels  to  which  the  upper  frame  members  can  be  more  se 
curely  connected.  For  handling  bags,  light  detachable  link 
chain,  with  straight  arms,  forms  the  most  satisfactory  car 
rier.  The  loading  point  should  be  made  as  low  as  the 
clearance  of  the  arms  will  permit.  In  the  machine  pic 
tured,  no  return  track  is  provided  for  the  chain  and  arms. 
Some  weight  is  thus  saved  but  the  result  is  not  so  good  as 
with  return  guides. 

Sugar 
Bags — Barrels — Bales 

In  the  warehousing  of  sugar,  copra,  cork,  and  many  simi 
lar  commodities,  the  portable  bag  elevator  makes  a  profit 
able  saving  over  the  old  method  of  gang  piling.  These  ma 
chines  are  mounted  either  on  rails  or,  where  the  floor  is 
sufficiently  smooth  and  firm,  on  large  casters,  the  latter 
method  giving  greater  freedom  of  movement  about  the 
floor.  While  they  may  be  self-propelled,  they  are  usually 
moved  from  place  to  place  by  hand.  While  elevators  of 
this  type  arc  not  so  flexible  in  operation  as  the  inclined 
pilrr,  in  that  they  are  not  adjustable  as  to  height  of  dis 
charge  and  have  not  the  same  large  capacity,  they  do,  how 
ever,  occupy  less  floor  space  and,  for  the  same  maximum 
discharge  height,  may  be  made  somewhat  lighter. 

With  this,  as  with  practically  all  other  portable  pilers, 
the  problem  has  been  to  build  a  machine  light  enough  to  be 
easily  portable,  yet  sufficiently  strong  and  well  braced  to 
withstand  the  rather  hard  service  to  which  it  is  subjected. 
Light  steel  frames,  thoroughly  braced,  are  best  for  this  pur 
pose.  For  greater  stability  these  machines  may  well  be 
built  with  the  four  angles  forming  the  tower  sloping  inward 
toward  the  top.  Where  the  piling  can  he  so  organized  that 
the  storage  area  can  be  served  from  one  or  two  lines  of 
light  track,  the  question  of  mounting  is  a  fairly  simple  one. 


334 


CONVEYORS  AND  ELEVATORS  FOR  PACKED  MATERIAL 


With   this   method  of  vertical   piling   long  portable  chutes 
from  the  top  of  the  elevator  are  used  to  discharge  the  pack- 


High  Piling  with   Portable  Elevator 

ages.     These  chutes  are  later  employed  in   breaking  clown 
the  piles. 


Terminal  Freight  Handling 
Bags — Barrels — Drums 

The  simple  construction  and  small  space  taken  up 
by  the  standard  bag  elevator  is  well  illustrated  in  the 
photograph.  Since  these  steel  frame  units  are  largely  shop- 
assembled  they  are  quickly  and  easily  installed.  In  long, 
two-story  freight  houses  or  double-deck  piers  a  battery  of 


For  Either  Elevating  or  Lowering 

such  elevators  makes  a  surprising  saving  in  time  and  labor 
by  eliminating  long  hauls  and  waits  for  slow  moving  plat 
form  elevators.  Because  of  the  vertical  position  of  the 
elevator,  a  comparatively  small  hatch  in  the  upper  floor  is 
sufficient  opening.  With  arms  of  the  type  shown,  packages 
may  'be  lowered  on  the  opposite  side,  although  in  this  case 
neither  the  loading  nor  the  discharge  is  so  automatic. 

The  self-dumping  arm  usually  carries  its  own  tripper, 
which  is  operated  by  a  lever  set  at  the  desired  point  of 
discharge.  Rigid  arms  of  the  more  simple  types  dump 


their  load  when  tilted  forward  by  the  outward  curving  of 
the  guides.  This  simpler  method  is  generally  not  so  posi 
tive  or  satisfactory  as  the  self-tripping  arms.  For  this 
service  steel  shapes  of  such  section  as  to  form  channel 
guides  for  the  attachments  of  the  arms  to  the  chain  make 
excellent  frames.  Both  single  strands  of  steel  chain,  and 
double-strand  detachable  malleable  chain,  are  commonly 
used.  Speeds  of  from  40  ft.  to  60  ft.  per  min.  are  usual 
for  terminal  freight  handling  service. 

Department  Stores 

Parcels — Boxes — Cartons — Bundles 

The  principle  of  the  arm  elevator  applied  to  lowering  has 
produced  an  economical  machine  for  the  lowering  of  parcels 
to  the  shipping  floor,  or  for  other  similar  transfers,  in 
department  stores,  mail  order,  and  wholesale  supply  and  dis 
tributing  houses.  While  such  a  lowerer  is  almost  invariably 
loaded  by  hand  at  the  various  upper  floors,  it  is  thoroughly 
practicable  to  make  the  delivery  automatic,  to  belt  or  other 
convcyi.rs  at  the  discharge  point.  Even  the  most  fragile 


Lowering   Packages  for   Shipment 

objects,  as  well  as  packages  of  every  size  from  the  smallest 
department  store  paper  bag  to  boxes  the  size  of  the  tray 
itself,  are  safely  and  efficiently  handled  on  such  a  lowerer. 
The  same  machine,  running  in  reverse  direction,  may  be 
used  also  as  an  elevator. 

Solid  wood  trays  are  usual,  largely  because  the  service 
is  light  and  many  of  the  packages  very  small.  Low  speeds 
of  from  30  ft.  to  40  ft.  per  min.  are  ordinarily  ample  for 
the  capacity  necessary.  With  such  low  speeds  both  loading 
and  discharge  are  made  easier  and  more  efficient.  The 
steel  slats  between  the  chain  above  the  tray,  as  shown,  are 
provided  to  stop  such  packages  as  might  otherwise  be 
thrown  down  the  shaft  in  careless  loading.  In  a  lowerer 
of  this  type  the  motor  is  required  more  for  the  purpose  of 


ARM   ELEVATORS 


335 


insuring  steady  movement  than  to  furnish  driving  power. 
At  the  discharge  point — usually  the  bottom  of  the  lowerer — 
the  tray  should  dump  its  load  easily  into  a  chute  or  moving 
conveyor. 

Lumber 
Boards— Timbers 

The  general  application  of  the  arm  elevator  to  lumber 
handling  is  of  comparatively  recent  development.  Portu'hlr 
machines  of  the  type  shown  .ire  used  to  pile  to  heights  as 
great  as  40  ft.,  yet  they  occupy  comparatively  small  space 
in  tlie  driveway.  It  becomes  profitable  by  their  use  to  pile 
lumber  much  higher — requiring  correspondingly  less  yard 
space — than  with  hand  piling.  The  top  boards  are  piled 
at  practically  the  same  cost  as  the  lower  ones.  These  ma 
chines  are  reversible  in  motion  to  allow  them  to  serve  piles 


Increasing   Storage   Capacity   in   Lumber   Yards 

at  either  side  in  narrow  aisles  without  turning  around. 
Stationary  lumber  elevators  of  this  type  are  used  mainly 
for  raising  lumber  to  the  upper  floors  of  wood-working 
plants,  the  boards  entering  the  'building  sideways  through 
a  long  slot  in  the  wall  at  the  top  of  the  elevator. 

In  elevators  with  the  discharge  feature  of  the  portable 
stacker  shown,  the  boards  are  carried  over  the  top  and  dis 
charged  at  any  desired  point  on  the  down-side,  cither  In- 
hand  or  by  automatic  unloading  arms.  The  discharge  in 
the  stationary  elevators  is  ordinarily  over  the  top,  the 
boards  being  carried  on  steel  angle,  or  similar  shelves,  at 
tached  to  two  or  more  chains.  If  the  angle  of  incline  is 
such  that  the  boards  would  tend  to  turn  backward  top 
guards  should  be  provided.  To  insure  easy  and  satisfactory- 
loading  and  discharge  these  elevators  should  be  run  at 
rather  low  speeds,  preferably  not  over  30  ft.  per  min.  The 
higher  portable  pilers.  because  of  the  small  wheel-base  in 
proportion  to  their  height,  are  generally  more  satisfactory 
if  mounted  on  rails.  However,  if  the  ground  is  hard  or 
has  a  concrete  or  similarly  firm  surface,  rails  are  not  nec 


essary.  Either  electric  motor  or  gas  engine  drive  is  usual, 
although  wherever  the  current  is  available  the  former  is 
to  be  preferred. 

Construction 
Bags 

The  inclined  arm  elevator  is  being  used  to  an  increasing 
extent  on  construction  work  for  elevating  bags  of  cement, 
plaster,  and  other  building  material-  from  cars  or  trucks 
to  storage.  On  building  operations  where  the  receiving 


Dtlherin;:  Cement  h\   Temporary    Elevator 

platforms  are  some  distance  from  storage,  the^c  machines 
are  frequently  built  with  horizontal  runs,  serving  the  double 
purpose  of  conveying  and  elevat:ng.  There  are  lew  parts 
in  this  type  elevator  which  are  affected  by  exposure  :o  the 
weather,  and  little  protection  is  required  further  than  the 
hi  using  of  the  driving  mech-r.iiMii.  The  ease  with  which 
such  machines  are  erected  or  taken  down  makes  them  pecu 
liarly  applicable  to  moving  from  one  construction  job  to 
another. 

Because  of  their  rather  temporary  nature,  the  frames  of 
these  machines  are  ordinarily  built  of  wood,  the  chain  run 
ning  on  the  frame  itself  or  on  a  steel  strip  provided  for  this 
purpose.  Both  single  and  double-strand  chain  are  com 
monly  used  in  such  elevators,  with  finger  arms  or  individual 
tray-carriers  of  sheet  steel  designed  to  tit  the  package  to 
be  handled.  While  usually  built  in  inclined  positions  to 
render  their  construction  more  simple,  the  vertical  elevator 
with  proper  chain  guides  is  equally  satisfactory  where  it 
is  necessary  to  conserve  space.  Plain  detachable  link  chain 
is  thoroughly  satisfactory,  running  at  speeds  of  from  -10  ft. 
to  60  ft.  per  min. 

Flour — Grain — Seeds — Feed — Hay 
Bags — Bales — Barrels 

Recent  developments  in  automatic  loading  of  arm  ele 
vators  have  materially  increased  their  economy  of  opera 
tion.  By  the  use  of  such  loading  devices  this  machine  is 
made  a  thoroughly  automatic  unit  of  conveying  systems  that 
eliminates  all  manual  handling  from  the  packing  room  to 
the  storage  pile  or  the  cars.  Working  as  a  separate  unit 


336 


CONVEYORS  AND  ELEVATORS  FOR  PACKED  MATERIAL 


the  arm  elevator  forms  a  very  direct  route  from  receiving 
platforms  to  upper  storage  floors  of  flour,  grain  and  hay 
warehouses.  From  the  standpoint  of  installation  this  is  the 


Belt   Elevator  with  Automatic   Feed 

simplest  continuous  elevator  and  occupies  the  smallest  floor 
space  in  a  warehouse.  However,  it  is  more  limited  as  to 
the  range  of  sizes  of  packages,  as  well  as  in  its  loading 
and  discharge  features,  than  either  the  push-bar  or  the 
apron  elevator. 

The  illustration  shows  the  use  of  belt  instead  of  chain 
as  a  propelling  feature.  Such  use  has  been  limited  to  fairly 
light  packages  because  of  the  hard  pull  on  the  fabric  of 
the  belt  at  the  heel  of  the  cantilever  arm.  This  strain  is 
less  in  the  inclined  types  than  in  the  strictly  vertical  ele 
vators.  Both  top  and  side  guards  are  occasionally  used  on 
elevators  of  this  type.  The  top  guards,  held  in  position  at 
the  bottom  by  springs,  help  to  more  securely  "fix"  any  bag 
that  has  been  improperly  loaded.  Various  kinds  of  load 
ing  devices  have  been  developed,  each  designed  to  suit  a 
certain  type  of  package.  While  barrels  or  kegs  will  roll 
onto  the  arms  from  skids  or  power  feeders,  bags  are  usually 
"dumped"  by  a  tripper  device  which  synchronizes  with  the 
travel  of  the  arms.  For  this  service  speeds  of  from  40  ft. 
to  60  ft.  per  min.  are  usual. 

Chemicals — Oils — Drugs 
Barrels — Drums — Kegs 

The  handling  of  heavy  barrels  and  drums  presents  a  dis 
charge  problem  which  is  better  solved  by  self-dumping  arms 
than  by  the  top-discharge  type  of  arm  elevator.  With  the 


low  speeds  at  which  these  heavy-duty  machines  are  run, 
the  barrels  are  picked  up  and  deposited  carefully  on  the 
unloading  skids  above,  all  with  a  minimum  of  rough  han 
dling.  Equipped  with  the  double  arms  shown,  the  ele 
vator  lowers  packages  on  the  down-side  simultaneously  w.th 
elevating  on  the  up-side.  The  elevating  of  empty  barrels 
from  cars  to  cooper  shops  on  upper  floors,  from  which 
they  are  later  lowered  for  filling,  is  a  successful  example  of 
this  two-way  handling.  In  bottling,  and  other  filling  plants, 
the  arm  elevator  offers  the  simplest  and  most  logical  means 
of  taking  the  barrels  to  the  filling  floors. 

The  self-dumping  arm  type  represents  the  highest  de 
velopment  of  the  arm  elevator.  These  arms  are  operated 
by  a  tripper  which  strikes  a  lever  set  at  the  point  of  dis 
charge.  This  automatic  feature  has  made  a  much  wider 
field  for  the  machine,  mainly  in  that  it  makes  it  feasible  to 
discharge  its  load  at  any  floor.  The  arm  should  dump  in 
a  positive  way,  throwing  its  load  entirely  clear  of  the  arms. 
This  is  not  so  satisfactorily  done  with  loose  bags  and  simi- 


Self-dumping  Arms  Discharge   at  Any  Floor 

lar  packages  as  it  is  with  solid  objects.  When  the  arm  is 
propelled  by  a  single  strand  of  chain,  as  shown,  more  care 
must  be  taken  to  insure  proper  guiding  of  the  arm  than  is 
necessary  with  the  double  strand.  The  single  strand  chain, 
however,  is  not  an  objectional  feature,  when  installed,  since 
proper  guiding  of  the  arm  may  be  secured  by  various  com 
paratively  simple  means,  particularly  with  the  steel  frames 
and  wide  heavv  chains  used. 


Suspended  Tray  Elevators 


The  growing  demand  for  automatic,  continuous  handling 
of  packed  materials  in  manufacturing  and  storage  opera 
tions  has  brought  about  the  present  high  development  of 
the  suspended  tray  elevator.  The  chief  advantages  of  this 
machine  lie  in  its  automatic  transfer  from  and  to  gravity 
and  power  conveyors,  the  manner  in  which  it  handles  its 
loads,  its  usefulness  as  a  lowerer,  and  the  fact  that  it  is 
well  adapted  to  multi-story  buildings. 


Because  the  suspended  trays  or  carriers  of  this  elevator 
are  freely  pivoted  at  their  points  of  attachment  to  the  chain, 
they  maintain  their  horizontal  position  in  passing  over  the 
top,  to  the  discharge  stations  on  the  down-side.  For  this 
reason  the  suspended  tray  elevator  is  better  adapted  than 
cither  the  arm,  push-bar,  or  inclined  apron  elevators  to 
the  handling  of  packages  which  must  be  carried  in  a  level 
position. 


SUSPENDED   TRAY   ELEVATORS 


337 


The  gentle  lifting  of  the  loads  from  the  lingers  of  the 
loading  stations,  the  smooth  travel  of  the  trays,  and  the 
equally  careful  delivery  to  the  discharge  station  make  it 
especially  satisfactory  for  fragile  packages  or  for  con 
tainers  whose  contents  are  easily  disarranged.  While  many 
push-bar  and  inclined  apron  elevators  handle  their  loads 
with  practically  the  same  care,  they  occupy  considerably 
more  floor  space  and  are  not  so  well  adapted  to  multi-story 
buildings  as  the  suspended  tray  type.  The  arm  elevator 
occupies  about  the  same  floor  space  but,  even  witli  its  self- 
dumping  arm  and  automatic  loading  features,  it  will  not 
properly  carry  and  discharge  many  packages,  such  as  cases 
of  bottles,  high  cans,  barrels  on  end,  and  similar 
objects,  for  which  the  suspended  tray  is  well  fitted.  Nor 
is  it  so  automatic  in  its  transfer  from  and  to  other  con 
tinuous  carriers  in  conveying  and  elevating  systems. 

As  a  lowerer  this  machine  not  only  handles  its  loads  with 
greater  care  and  accuracy  than  any  other  vertical,  or  nearly 
vertical,  lowerer,  but  it  possesses  the  advantage  that  lower 
ing  can  be  done  on  the  descending  side  at  the  same  time  that 
packages  arc  being  elevated  on  the  opposite  side.  In  operat 
ing  as  a  lowerer  only,  the  weight  of  the  load  is  depended 
upon  to  propel  the  machine,  an  automatic  brake  or  gov 
ernor  being  used  to  control  the  speed.  Even  for  this  work, 
however,  it  is  usually  better  to  equip  the  machine  with  at 
least  a  small  motor,  which,  in  effect,  makes  it  an  elevator 
as  well  as  lowerer.  Occasionally  the  simplest  types  of 
lowerers  are  equipped  with  foot  brakes,  in  which  case  the 
speed  is  controlled  by  the  operator.  However  these  inter 
mittent  lowerers,  mainly  because  of  the  time  required  to 
operate,  are  seldom  applicable  to  modern  industrial  or 
freight  handling  needs. 

As  a  unit  of  complete  conveying  and  elevating  systems 
the  suspended  tray  elevator,  because  of  its  automatic  load 
ing  and  discharge  features,  increases  the  efficiency  and 
broadens  the  field  of  continuous  handling.  Packages  of  a 
fragile  nature,  as  well  as  trays  and  tote-boxes  whose  con 
tents  would  be  injured  by  rough  handling,  are  carried 
safely  and  automatically  to  points  not  only  many  floors 
above  or  below,  but  to  distant  departments  in  the  same  or 
different  buildings.  The  most  common  position  of  this 
elevator  in  such  systems  is  receiving  from,  and  discharging 
to,  lines  of  gravity  conveyor.  In  this  combination  it  serves 
either  as  a  floor-to-floor  elevator  and  lowerer  between  lines 
of  gravity  on  the  upper  and  lower  floors,  or  as  a  booster 
to  provide  additional  trade  for  a  long  line  of  conveyors  on 
one  floor. 

Where  conveying  as  well  as  elevating  is  to  be  done,  and 
it  is  not  convenient  to  have  the  elevator  transfer  from  or 
to  other  conveyor  machines  of  the  suspended  tray  type 
are  sometimes  built  as  a  combination  elevator  and  con 
veyor,  a  horizontal  run  being  added  to  the  usual  vertical 
section.  This  horizontal  portion  is  suspended  close  under 
the  ceiling,  or  in  other  out-of-the-way  places. 

The  fact  that  the  suspended  tray  elevator  will  return 
empty  containers  on  one  side,  at  the  same  time  that  it  is 
carrying  the  filled  containers  on  the  opposite  side,  makes 
it  particularly  valuable  in  plants  where  it  is  necessary  to 
handle  filled  and  empty  boxes  or  baskets  in  opposite  di 
rections.  This  two-way  capacity  has  caused  this  elevator 
to  be  extensively  applied  to  the  handling  of  packages  in 
department  stores,  textile  plants,  wholesale  supply  and 
distribution  houses,  and  many  other  plants  in  which  gath 
ering  boxes,  baskets,  or  tote-boxes  are  much  used.  By 
filling  these  boxes  at  storage  piles  or  machines,  and  placirg 
the  entire  box  with  its  contents  on  the  elevator,  the  time 
of  loading  and  unloading  of  the  individual  packages  is 
saved.  For  the  similar  purpose  of  eliminating  this  loading 


and  unloading  of  miscellaneous  freight  packages,  a  few 
machines  have  been  built  to  carry  four-wheel  hand  trucks, 
with  limited  loads.  The  two-way  capacity  of  this  elevator 
is  equally  valuable  in  freight  and  storage  buildings  where 
there  is  a  continuous  movement  of  individual  packages  in 
the  two  directions  at  the  same  time.  Where  the  stock  or 
storage  rooms  are  on  upper  floors,  this  machine  forms  the 
most  direct  path  not  only  from  incoming  cars  to  storage 
piles,  but  from  storage  to  shipping  platforms  in  loading  out. 
Like  the  arm  elevator,  the  suspended  tray  elevator  is  not 
adaptable  to  the  handling  of  a  very  wide  range  of  packages 
on  the  one  machine,  because  of  the  difficulty  of  providing 
automatic  loading  and  discharge  stations  which  will  fit 
equally  well  the  different  sizes  and  weights  of  objects.  How 
ever,  the  use  of  gathering  boxes  or  other  containers  will 
frequently  overcome  this  objection,  particularly  in  the 
handling  of  the  smaller  commodities.  This  efficient  han 
dling  method  is  fast  increasing  with  greater  knowledge  of 
its  possibilities  and  the  better  organization  of  production 
and  storage  operations. 

A  few  small  portable  elevators  have  been  built  mainly 
for  piling  and  stacking.  The  chief  objection  to  these 
machines  for  such  purpose  has  been  that,  in  their  present 
development,  they  are  rather  heavy  and  clumsy  and  the 
heights  of  loading  arc  higher  above  the  floor  than  with 
the  inclined  pilers,  requiring  more  manual  lifting  of  the 
package. 

The  suspended  tray  elevator  consists  of  a  series  of  pivoted 
suspended  trays  attached  to  two  strands  of  endless  chain  or 
cable  running  over  top  and  bottom  sprockets  or  sheaves. 
Because  the  trays  or  cars  are  freely  pivoted  at  their  points 
of  attachment  to  the  chain,  the  weight  of  the  load,  which 
is  always  well  below  these  suspension  points,  holds  the  tray 
in  a  level  position  as  it  passes  over  the  head  sprockets. 
As  the  tray  travels  upward,  its  projecting  fingers  pick  up 
the  load,  which  has  been  momentarily  resting  on  the  load 
ing  arms,  carry  it  over  the  top,  and  deliver  it  at  the  de 
sired  floor  on  the  down-side  to  discharge  fingers  or  stations 
which  intercept  the  package  as  the  tray  passes  through. 
From  these  fingers  the  package  slides  or  rolls,  or  is  other 
wise  removed  before  the  next  tray  with  its  load  reaches  the 
station.  In  the  more  highly  developed  types  of  machines 
lowering  is  accomplished  in  a  similar  manner,  all  loads 
passing  over  the  top.  In  the  simple  types  of  gravity  lower 
ers,  however,  both  loading  and  discharge  are  done  by  hand 
on  the  down-side. 

Suspended  tray  elevator-lowerers  may  for  convenience 
be  considered  as  belonging  to  two  general  classes ;  the 
simple  swing-tray  machine  with  solid  or  specially  construct 
ed  trays,  which  are  both  loaded  and  unloaded  wholly  or 
partly  by  hand ;  and  the  highly  developed  automatic  load 
and  discharge  machine.  The  basic  principle  of  both  types 
is  the  same,  and  they  merge  very  closely  into  one  another 
in  their  construction. 

General  Specifications 

Frame.  For  the  more  simple  elevators  of  this  type 
wood  frames  are  often  used.  However,  for  reasons  of 
better  bracing  and  general  permanence,  the  continuous 
frame  of  steel  angles  or  channels,  forming  guides  for  the 
chain  and  trays,  gives  more  satisfactory  service.  The  weight 
of  the  loaded  elevator  is  carried  by  this  frame  either  to  the 
floor  or  to  any  one,  or  all,  of  the  various  floors  by  properly 
attaching  at  these  points.  In  any  case,  care  should  be  taken 
to  guard  against  mis-alignment  due  to  settling  of  the  build 
ing.  No  elevator  is  more  dependent  than  this  type  on  the 
stiffness  and  permanent  alignment  of  the  frame,  particularly 


338 


CONVEYORS  AND  ELEVATORS  FOR  PACKED  MATERIAL 


when  its  operation  is  designed  to  be  completely  automatic. 
Tray  Guides.  Many  elevators,  particularly  those  of 
lower  height  and  with  balanced  trays,  have  been  built  and 
successfully  operated  without  guides  for  the  trays.  In  most 
cases,  however,  the  natural  tendency  of  the  trays  to  swing 
makes  the  use  of  guides  essential  to  the  travel  of  the  tray 
in  a  set  path.  These  guides,  whether  on  wood  or  steel 
frames,  should  be  of  steel  securely  and  accurately  set  to 
insure  smooth  travel  of  the  chain  and  tray.  This  is  spe 
cially  important  where  the  tray  enters  or  leaves  the  guides 
in  passing  over  the  top  and  bottom  terminals.  Where  the 
frame  is  of  steel,  the  structural  members,  with  simple  addi 
tions,  form  very  convenient  chain  and  tray  guides,  making 
a  simple  and  satisfactory  construction. 

Trays.  The  simplest  and  most  generally  satisfactory 
finger  tray  is  the  steel  or  malleable-iron,  centrally-hung 
type,  consisting  of  a  center  bar  with  fingers  or  arms  so 
arranged  as  to  pass  through  the  fingers  of  the  loading  and 
discharge  stations.  Such  a  tray  may  be  left  free  to  swing, 
or  it  may  be  so  arranged  that  both  the  point  of  suspension 
and  the  tray  platform  itself  run  in  the  guides.  Various 
modifications  of  this  balanced  type  are  in  use,  each  de 
signed  to  carry  a  different  type  or  shape  of  package.  Where 
it  is  desirable  to  discharge  to  the  side  of,  or  at  right  angles 
with,  the  direction  of  loading — instead  of  straight  ahead — 
and  for  other  special  conditions,  both  the  corner-hung  tray 
and  the  cantilever  arm  are  used.  These  are  not  so  gen 
erally  satisfactory  in  operation  as  the  centrally-hung  type, 
although  the  corner-hung  tray  has  less  tendency  to  swing 
because  of  its  suspension  from  offset  chains. 

The  unbalanced  cantilever  tray  docs  not,  in  general,  travel 
so  smoothly  or  steadily  as  either  of  the  other  types  and 
requires  special  guides.  Solid  wood  trays,  as  well  as  steel 
trays  of  special  design,  are  often  used  to  carry  special 
packages  or  miscellaneous  parcels.  These  solid  or  special 
trays  are  usually  loaded  by  hand,  except  where  the  packages 
are  of  uniform  sixe  and  overhang  the  bottom  of  the  tray. 
The  points  of  attachment  of  the  tray  to  the  chains  should 
be  secure  with  any  type  tray,  but  should  leave  the  tray  so 
freely  pivoted  that  it  will  maintain  its  level  position  with 
out  jerking,  particularly  in  passing  over  the  top  terminal. 

To  insure  continuous  and  uninterrupted  traffic  in  both 
directions,  trays  should  often  be  made  of  double  width,  one 
side  of  the  tray  being  used  for  elevating  and  the  other 
for  lowering.  Thus,  when  an  ascending  tray,  one  side  of 
which  is  loaded,  passes  a  loading  station,  there  is  sufficient 
space  on  the  tray  for  load'ng  another  package  which  is  to 
be  passed  over  'the  top  and  lowered." 

Chain.  Both  malleable  and  steel  chain  of  the  standard 
types  are  common,  the  size  depending  entirely  upon  the 
weight  of  the  packages  to  be  handled  and  the  height  of  the 
elevator.  Chains  of  long  pitch  are  more  applicable  to  ele 
vators  with  large  sprocket  wheels  than  to  those  in  which 
small  sprockets  are  used.  Two  strands  of  chain  are  in 
variably  used,  except  in  one  or  two  special  types  of  ele 
vators  which  have  been  designed  for  single  strands,  in  which 
case  heavier  and  stifTer  chain  should  be  used.  Occasionally 
a  cable  takes  the  place  of  the  chain,  a  construction,  how 
ever,  which  is  more  common  in  machines  devoted  to  lower 
ing  rather  than  to  elevating.  With  either  cable  or  chain 
the  attachment  of  the  trays  should  be  thoroughly  secure, 
yet  so  pivoted  that  the  tray  is  free  to  keep  its  level  posi 
tion.  Secure  attachment  is  more  difficult  with  cable  than 
with  chain  and  the  operation  of  the  cable  in  passing  over 
the  end  sheaves  is  not  so  positive  as  with  chain. 

Loading  Stations.  For  hand-loading  alone,  particularly 
of  solid  and  special  trays,  the  loading  stations  are  often 
omitted  and  the  packages  are  placed  on  the  ascending  tray 


by  hand.  With  the  simpler  gravity  lowerers,  which  are 
loaded  on  the  descending  side,  hand  loading  is  also  usual. 
With  finger-trays,  however,  loading  fingers,  from  which 
the  load  is  picked  up  by  the  tray  are  usual,  and  for  heavy 
packages  practically  essential.  In  this  case  the  loading  is 
done  on  the  ascending  side,  whether  in  elevating  or  in  lower 
ing  packages.  Unless  the  trays  are  extremely  closely  spaced 
the  loading  grid  has  the  advantage  of  saving  the  time  of 
waiting  for  the  tray  to  come  within  loading  reach.  All 
of  these  loading  grids  should  be  so  hinged,  or  otherwise 
easily  adjustable,  that  all  but  the  one  being  used  may  be 
thrown  out  of  the  path  of  the  loaded  trays. 

Where  loading  is  to  be  done  from  gravity,  or  other  con 
veyor  an  automatic  feeding  device  should  be  provided.  This 
should  be  so  timed  with  the  movement  of  the  trays  that  it 
will  feed  the  packages  from  the  conveyor  to  the  loading 
fingers  one  at  a  time  and  just  before  the  tray  reaches  the 
station.  Such  a  device  must  not  only  be  positive  in  its 
action,  but  so  simple  in  design  that  it  is  not  easily  put  out 
of  adjustment.  Ball  bearing  rollers  on  the  loading  fingers 
aid  such  firm  packages  as  boxes  in  taking  their  place 
promptly  on  the  loading  station. 

Discharge.  Although  the  solid  tray  is  sometimes  un 
loaded  by  hand,  it  is  more  convenient  to  have  it  dump  its 
load  at  the  required  floor,  usually  on  the  down-side.  This 
operation  is  not  so  positive,  except  with  certain  special 
packages,  as  the  action  of  the  finger  tray,  which,  in  passing 
through  the  sloping  fingers  of  the  discharge  station,  leaves 
its  load  at  the  desired  floor.  From  these  fingers,  which 
slope  outward  and  are  often  equipped  with  ball  bearing 
rollers,  the  package  slides  or  rolls  off  before  the  next  tray 
reaches  the  station. 

Mechanical  devices  for  pushing  the  load  from  the  station 
arc  occasionally  used  to  insure  more  positive  discharge  of 
certain  sluggish  packages.  In  either  case  the  discharge 
must  be  smooth,  yet  positive  and  prompt,  in  the  handling 
of  every  package.  Frequently  power  conveyor  sections  are 
provided  to  carry  away  the  discharged  load  and  prevent 
packages  piling  up  at  the  discharge  point.  A  common 
method  of  discharge  in  handling  such  packages  as  boxes 
is  to  gravity  conveyor,  the  discharge  fingers  being  equipped 
with  rollers  to  insure  prompt  movement.  As  in  the  loading 
station,  the  discharge  grids  should  bp  --<;ily  adjustable, 
preferably  hinged,  and  controlled  from  convenient  points, 
either  locally  or  from  other  floors,  by  means  of  cables  an:l 
levers  at  the  points  of  dispatch. 

Drive.  Single  top  and  bottom  sprockets  for  each  strand 
of  chain  are  usual,  although  two  top  and  bottom  sprockets 
for  each  strand  are  often  used,  making  a  short  horizontal 
run  at  each  terminal.  With  the  latter  design  much  smaller 
sprockets  are  required,  but  these  are  not  adaptable  to  the 
heavier  chains  with  long  pitch.  The  head  sprockets  are 
usually  placed  on  stud  shafts  to  afford  clear  passage  of  the 
suspended  tray  between  them,  although  this  is  not  always 
essential  if  the  sprocket  is  designed  large  enough  and  the 
height  of  the  tray  is  not  too  great  to  insure  proper  clear 
ance.  Where  cable  is  used  in  place  of  chain,  sheaves  arc 
customary,  usually  with  recesses  for  lugs  on  the  cable. 
Such  a  construction  is  more  common  in  lowerers  than  in 
elevators,  and  in  general  is  not  so  satisfactory  as  chain  and 
sprockets. 

Either  spur  or  worm  gears,  direct  connected  or  belted  to 
the  motor  are  satisfactory  for  driving.  The  worm  gear 
forms  its  own  safety  brake  in  case  of  accidental  cut-off  of 
the  power,  and  is  well  adapted  to  the  slow  speeds  at  which 
these  machines  arc  usually  run.  The  drive  is  almost  in 
variably  from  the  top,  with  the  bottom  sprockets  set  in 
adjustable  take-ups.  Because  of  the  free-running  move- 


SUSPENDED  TRAY   ELEVATORS 


339 


ment  of  the  chain  and  better  balance,  in  contradistinction 
to  the  dragging  or  rolling  effect  of  the  inclined  apron  or 
push-bar  elevator  chains,  the  power  required  by  the  sus 
pended  tray  elevator  is  smaller  in  proportion  to  its  height 
than  with  either  of  these  two. 

Brakes,  lioth  foot  and  automatic  brakes  or  governors, 
preferably  the  latter,  are  provided  to  control  the  speed  on 
many  types  of  gravity  lowerers.  With  either  device  the 
control  should  be  so  positive  as  to  keep  the  speed  con 
stant,  regardless  of  the  total  weight  on  the  trays.  Whether 
such  machines  are  to  serve  as  elevators  or  not,  small  motors 
are  desirable  to  produce  more  positive  action,  particularly 
in  handling  very  light  packages.  Obviously  the  addition 
of  the  motor  increases  the  usefulness  of  the  lowerer, 
wherever  there  is  any  likelihood  of  its  being  used,  even 
occasionally,  for  elevating. 

Speed  and  Capacity.  Chain  speeds  of  from  30  ft.  per 
min.  for  handling  heavy  or  particularly  fragile  packages  to 
70  ft.  per  min.  for  the  lighter  loads  are  good  practice.  The 
capacity  depends  mainly  on  the  spacing  of  the  trays,  which 
is  usually  from  5  ft.  to  15  ft.  apart.  With  trays  spaced  at 
the  usual  minimum  distance  of  5  ft.  apart,  and  a  chain 
speed  of  50  ft.  per  min.,  the  capacity  of  the  elevator  is  10 
packages  per  minute.  The  spacing  of  the  trays  should  not 
be  closer  than  the  practicable  speed  at  which  packages  can 
be  fed  to  the  elevator,  which,  with  light  packages,  is  about 
one  every  five  seconds.  With  such  light  packages  the  elevator 
can  usually  be  loaded  faster  by  hand  than  by  automatic 
feeder  alone. 

Safety  Devices.  An  essential  feature  of  each  unloading 
station  is  some  simple  type  of  automatic  detector,  such  as  a 
swinging  arm,  which  will  stop  the  machine  if  any  package 
fails  to  leave  the  discharge  station  promptly.  Such  device 
should  preferably  be  electric,  as  should  any  others  which 
may  be  occasionally  desirable  at  other  points  on  the 
machine. 

Similar  electric  detectors  arc  often  used  at  loading  sta 
tions  to  automatically  stop  the  motor  if  the  package  fails 
to  seat  itself  properly  on  the  tray. 

Control.  While  these  elevators  are  usually  equipped  to 
run  continuously,  it  is  advisable  to  provide  simple  push 
button  or  other  control  devices  by  which  the  elevator  may 
be  started  or  stopped  from  convenient  points  on  the  dif 
ferent  floors.  A  cable  running  the  full  height  of  the 
machine  is  frequently  used,  particularly  with  gravity  low 
erers.  Speaking  tubes,  or  signal  bells  increase  the  efficiency 
particularly  of  the  higher  elevators  because  of  the  better 
co-operation  in  handling  on  the  various  floors. 

Operation 

While  the  more  highly  developed  types  of  suspended 
tray  elevators  are  wholly  automatic  in  their  operation,  no 
one  machine  will  serve  as  a  "carry-all,"  nor  will  it  properly 
handle  packages  of  a  size  or  character  outside  of  the  range 
for  which  it  is  designed.  Disregard  of  this  limitation  has 
probably  caused  more  operating  trouble  than  any  other 
single  feature.  This  is  particularly  true  in  storage  and 
freight  handling  operations,  where  there  is  a  natural  ten 
dency  to  use  the  machine  for  a  wide  range  of  miscellaneous 
packages. 

Where  it  is  necessary  to  handle  a  widely  differing  range 
of  packages  on  the  same  elevator,  the  use  of  containers  or 
gathering  boxes  will  often  overcome  this  limitation,  the 
empty  containers  being  returned  on  the  opposite  side  of  the 
machine.  Another  important  point  in  successful  operation 
is  proper  care  of  feeding  devices  where  the  elevator  re 


ceives  from  other  conveyors.  These  selective  loading  de- 
\  ices,  while  not  requiring  constant  attention,  should  at  least 
have  regular  care  in  oiling  and  adjustment.  A  similar 
caution  applies  to  the  systematic  care  of  detectors  at  dis 
charge  points,  or  other  safety  devices  which  may  be  de 
sirable. 

The  closest  co-operation  should  obtain  between  the  va- 
lious  floors,  particularly  where  such  elevators  are  used 
simultaneously  in  both  directions.  Speaking  tubes  or  sig 
nal  bells  between  points  of  dispatch  and  discharge  simplify 
the  operation,  especially  in  changing  the  positions  of  load 
ing  and  unloading  stations.  An  interesting  fact  in  the 
history  of  the  operation  of  these  machines  is  that  they 
have  been  more  universally  successful  in  industrial  plants 
than  in  storage  or  warehousing.  This  is  largely  accounted 
for  not  because  they  are  any  less  applicable  to  the  latter 
purpose,  but  by  the  fact  that  in  the  manufacturing  plant 
the  elevator  receives  more  regular  mechanical  attention 
in  upkeep  and  adjustment. 

Storage — Warehousing 

Boxes 

The  high  development  of  automatic  transfer  mechanism 
by  which  packages,  at  the  loading  point,  pass  automatically 
from  gravity  conveyor  to  the  suspended  tray  elevator,  and 
then  from  the  elevator  to  lines  of  gravity  conveyor  at  the 
discharge  point  above,  has  greatly  increased  the  efficiency 
of  continuous  conveying  and  elevating  of  commodities.  Hy 
means  of  the  various  selective  devices  in  use,  the  packages 
are  fed  one  at  a  tune  from  the  conveyor  to  the  loading 


Selective   Devices   Aid   in   Loading 

lingers  of  the  elevator.  From  these  fingers  the  individual 
package  is  picked  up  by  the  fingers  of  the  ascending  tray  as 
it  passes  through,  is  carried  over  the  top  and  delivered 
gently  to  any  floor  above. 

For  storage  and  warehouse  service  the  two-way  feature 
of  the  suspended  tray  elevator  is  particularly  valuable  in 
meeting  the  necessity  of  elevating  and  lowering  commodi 
ties  at  the  same  time.  With  speaking  tubes,  bells,  or  other 
floor  to  floor  signals,  freight  handling  operations  in  multi 
story  buildings  are  not  only  speeded  up,  but  better  organ- 


340 


CONVEYORS  AND  ELEVATORS  FOR  PACKED  MATERIAL, 


ization  results  from  the  elimination  of  the  delays  and  un 
necessary  moving  about  between  floors  incident  to  platform 
lifts. 

While  the  cantilever  trays  permit  the  side  discharge  of 
loads  at  the  delivery  point,  they  are  not  otherwise  as  sat 
isfactory  as  the  more  stable  centrally-hung  trays.  The  de 
sign  and  adjustment  of  the  selective  feeding  device  in  auto 
matic  elevators  is  an  important  feature  of  the  machine, 
for  no  such  elevator  is  any  better  than  its  feeder.  This 
device  should  be  so  connected  with  the  elevator  that  its 
operation  is  timed  to  deliver  boxes  singly  to  the  loading 
station  just  before  the  tray  reaches  that  point.  For  such 
packages  as  will  travel  on  gravity  conveyor,  rollers  on  the 
loading  fingers  insure  the  prompt  movement  of  the  pack 
age  to  its  loading  position. 

The  photograph  shows  a  simple  construction  of  the  frame, 
with  the  frame  angles  forming  two  sides  of  the  guide  chan 
nel.  For  very  large  packages  the  use  of  several  small 
terminal  sprockets  avoids  the  necessity  for  the  very  large 
single  sprocket  which  would  otherwise  be  required  to  suf 
ficiently  separate  the  ascending  and  descending  trays. 

Wholesale  Houses 

Miscellaneous  Packages 

While  the  automatic  loading  of  miscellaneous  packages  is 
more  difficult  than  with  objects  of  uniform  size,  the  auto 
matic  discharge  of  such  packages  is  relatively  simple.  The 
short  apron  conveyor  shown  simplifies  the  operation  by 
promptly  removing  even  the  smallest  or  most  sluggish 
packages  before  the  next  tray  reaches  the  unloading  fingers. 
With  such  an  arrangement  a  considerable  pile  of  packages 
may  be  allowed  to  collect  without  blocking  the  elevator, 
and  much  less  regular  attention  is  required  at  the  discharge 
point.  A  long  sloping  chute  serves  this  purpose  almost  as 
well  as  the  short  conveyor,  although  it  has  not  the  tern- 


Handling  Miscellaneous  Packages 

porary   storage   capacity   that   a   longer   gravity   or    power 
conveyor  would  provide. 

The  use  of  the  gathering  box  or  basket  is  of  decided  ad 
vantage  in  wholesale  grocery  and  other  supply  house  ser 
vice  where  a  wide  range  of  packages  is  necessarily  handled. 
In  receiving  incoming  goods  or  in  shipping  out  from  storage 
or  stock  rooms,  if  the  various  small  articles  are  collected  in 
these  baskets  at  the  storage  piles,  and  then  the  basket  or 
box  with  its  contents  is  placed  on  the  elevator,  the  time  of 


loading  and  unloading  the  individual  packages  is  eliminated. 
The  empty  containers  are  later  returned  on  the  opposite 
side  of  the  same  elevator.  The  use  of  these  baskets  makes 
it  practical  to  handle  the  smallest  or  most  irregular  pack 
ages.  Where  it  is  economical  to  use  larger  containers  than 
the  one  shown,  it  is  usually  advisable  to  move  the  containers 
about  the  stockroom  floor  on  low  platform  trucks. 

For  this  service  centrally-hung  trays  are  usual,  although 
where  side  discharge  is  desired,  or  for  other  special  reasons, 
both  the  cantilever  tray  and  the  corner-hung  type  are  used. 
Whether  used  as  a  feeder  or  discharge  conveyor  the  short 
power  section  shown  should  be  given  the  proper  speed  to 
work  best  with  the  speed  and  spacing  of  the  trays.  Such 
conveyors  may  be  driven  either  independently  or  from  the 
elevator.  Speeds  of  from  50  ft.  to  70  ft.  per  min.  are  usual 
with  a  tray  spacing  of  6  ft.  to  12  ft. 

Confectionery — Baking — Chocolate 
Barrels — Bags — Boxes 

In  lowering  packages  the  suspended  tray  type  handles  its 
loads  more  carefully  than  any  other  continuous  motion 
lowerer.  It  may  be  designed  to  operate  entirely  by  gravity, 


Combination   of   Conveyor   with   Elevator 

with  a  mechanical  speed  governor,  or  it  may  be  equipped 
with  a  motor,  in  which  case  it  usually  serves  the  double 
purpose  of  elevator  as  well  as  lowerer.  When  the  motor 
is  used,  loading  and  discharge  may  both  be  accomplished 
automatically,  as  in  the  other  types  of  these  elevators.  The 
usual  method  of  loading  the  gravity  lowerer,  however,  is 
by  hand.  Some  of  these  machines  are  intermittent  in  op 
eration,  the  weight  of  the  descending  load  being  controlled 
by  a  foot  brake.  Such  intermittent  machines  are  far  less 
satisfactory  than  either  the  continuous  gravity  or  motor- 
driven  lowerer,  and  lose  much  of  their  economy  because  of 
the  time  required  to  operate  them. 

In  suspended  tray  lowerers,  particularly  those  of  the 
gravity  type,  cables  running  over  top  and  bottom  sheaves 
are  frequently  used  instead  of  chains  and  sprockets. 
Pockets,  or  recesses,  are  provided  in  the  sheaves  at  intervals, 
into  which  the  clips  supporting  the  trays  fit  as  they  pass  over 
the  top.  While  satisfactory  for  certain  purposes,  this  cable 
construction  is  not  so  generally  efficient  as  the  standard 
chain  and  sprocket  construction  commonly  used.  Careful 
attention  should  be  given,  in  design,  to  preventing  the  slip 
of  the  cable  on  the  sheave,  or  of  the  tray  attachments  to  the 
cable,  particularly  with  heavy  loads.  These  features  are 
obviously  not  so  positive  as  with  the  standard  chains.  The 


SUSPENDED  TRAY   ELEVATORS 


341 


motion  of  the  gravity  lowerer  may  be  controlled  from  any 
floor  by  a  cable  running  the  full  height  of  the  machine  and 
connected  to  the  speed  governor  or  brake. 

Dairies — Ice  Cream 

Cans — Cases  of  Bottles 

One  of  the  most  interesting  and  economical  applications 
of  the  suspended  tray  elevator  is  in  the  elevating  of  cans 
of  milk  from  receiving  platforms  to  cold  storage  rooms  on 
upper  floors.  Likewise  cases  of  empty  bottles  are  similarly 
elevated  to  temporary  storage  or  washing  rooms.  The  level 
position  maintained  by  the  carrying  tray  makes  it  particular 
ly  adaptable  in  handling  such  high  and  unstable,  or  easily 
disarranged,  packages.  Where  space  is  not  available  inside 
the  dairy,  these  elevators  are  often  attached  to  the  outside 
wall  of  the  building.  In  such  installations  the  frame  of  the 
machine  carries  the  light  housing  necessary.  If  desired,  the 
empty  cans  or  cases  may  be  lowered  on  the  opposite  side  of 
the  same  elevator. 


Since  the  cantilever  arm  depends  so  much  for  its  stability 
on  its  connection  to  the  chain,  this  attachment  should  be 
made  unusually  secure.  For  similar  reasons  of  stability  and 
strength  the  chain  used  on  such  a  single  strand  elevator 


Elevator    Discharging    to    Gravity    Roller 

Although  wholly  automatic  loading  of  objects  such  as 
cans,  with  a  high  center  of  gravity,  is  difficult,  it  may  be 
made  thoroughly  feasible.  However,  manual  loading  is 
customary  for  such  objects,  the  load  being  placed  on  the 
loading  grid  by  hand. 

Bottling — Soft  Drinks 
Cases — Trays — Cans 

Because  of  the  unusually  small  floor  space  occupied  by 
the  single  strand  elevator,  as  well  as  its  somewhat  simpler 
construction,  it  is  sometimes  preferable  where  light  packages 
only  are  to  be  handled.  Since  it  is  open  on  three  sides  this 
type  elevator  is  also  somewhat  easier  of  access  than  the 
double  strand  type.  The  use  of  the  cantilever  tray  makes 
it  feasible  to  load  or  discharge  packages  either  directly  in 
front  or  at  the  side  of  the  tray.  Such  an  elevator-lowerer 
is  well  adapted  to  the  uniform  packages  of  creamery  and 
other  bottling  plants.  Cases  or  trays  of  bottles  are  handled 
on  the  suspended  tray  elevator,  whether  of  double  or  single 
strand,  with  greater  care  and  less  disarrangement  of  the 
contents  than  on  anv  other  continuous  machine. 


Single-strand   Cantilever  Tray  Type 

should  be  heavier  and  stiffer  than  would  be  necessary  for 
the  double  strand  type.  The  large  roller  shown  under  the 
tray  has  a  stabilizing  effect  on  the  vertical  run  by  bearing 
against  the  chain  guides.  However,  as  the  tray  passes  over 
the  sprocket  this  effect  is  not  present,  and  the  eccentric  load 
is  thrown  on  the  chain  and  sprockets.  In  elevators  of  this 
character  chain  speeds  of  from  40  ft.  to  70  ft.  per  min.  are 
usual.  Steel  frames  are  even  more  essential  than  with  the 
double  strand  type,  and  the  vertical  members  should  obvi 
ously  be  of  stiffer  section  than  for  the  four-corner  frame. 

Milling — Food  Products 
Bags 

The  automatic  operation  of  this  elevator  makes  it  fit  well 
into  complete  elevating  and  conveying  systems  for  handling 
bags  in  the  milling  and  storage  of  such  commodities  as 
grain,  flour,  sugar,  and  feeds.  The  photograph  shows  the 
simple  arrangement  by  which  the  positive  transfer  of  the 
bags  from  elevator  to  conveyor  is  made  at  the  point  of  dis 
charge.  A  somewhat  similar,  although  more  difficult, 
automatic  transfer  is  made  from  conveyors  to  the  elevator 
at  the  loading  points.  Such  a  system  provides  continuous 
travel  of  incoming  materials  between  cars  on  sidings  and 
storage  piles  on  the  floors  above,  eliminating  the  confusion 
of  trucking  and,  what  is  more  important,  the  time  of  waiting 
for  platform  elevators.  Similarly  as  a  lowerer,  the  sus 
pended  tray  elevator  is  useful  in  the  outward  distribution  of 
the  finished  commodity  to  cars  or  trucks.  Properly  de 
signed  this  machine  will  serve  both  incoming  and  outgoing 
purposes  at  the  same  time. 

While  the  tray  shown  is  adapted  primarily  to  the  handling 
of  bags  or  similar  packages,  it  is  thoroughly  feasible  to 
provide  combination  trays  capable  of  carrying  barrels, 
boxes,  cartons  and  the  various  other  types  of  packages 


342 


CONVEYORS  AND  ELEVATORS  FOR  PACKED  MATERIAL 


handled  in  milling.  The  photograph  shows  the  simplest 
type  of  discharge  station  or  grid.  As  the  tray  passes 
through  the  lingers  the  bag  is  intercepted  and  slides  away 
from  the  elevator  before  the  next  tray  reaches  the  station. 


packages,  it  will  be  found  if  they  are  reasonably  light  and 
readily  handled,  that  manual  loading  and  discharge  is  some- 


Automatic  Transfer  to   Belt   Conveyor 

These  fingers  should  be  arranged  to  hinge  up,  to  make 
clear  passage  for  such  loads  as  are  to  be  carried  to  floors 
below.  The  discharge  to  the  conveyor  may  be  made  either 
straight  ahead  or  at  right  angles  to  the  elevator.  The  latter 
discharge  is  more  difficult,  however,  except  with  easily 
handled  packages,  such  as  boxes.  The  illustration  shows 
a  common  and  satisfactory  arrangement  of  the  top  or  driv 
ing  terminal,  with  worm  gear  drive. 

Chemicals — Powder — Drugs 
Cans — Barrels — Drums — Carboys 

The  fact  that  the  trays  of  this  elevator  keep  their  level 
position  in  passing  over  the  top  sprocket  makes  the  ma 
chine  adaptable  to  high  packages  which  cannot  be  properly 
handled  by  any  other  continuous  elevator  or  lowerer.  High 
cans,  barrels  on  end,  and  many  similar  packages,  loaded  and 
unloaded  sometimes  by  band  or,  more  commonly  by  gravity 
conveyor,  are  carried  without  disarrangement  of  the  con 
tents,  or  injuiy  to  the  container  itself.  One  of  the  most 
interesting  applications  is  the  conveying  and  elevating  of 
carboys  or  large  bottles,  usually  in  crates.  In  these  indus 
tries  this  machine  is  also  much  used  for  lowering  because 
of  the  care  with  which  so  many  of  the  containers  used  must 
be  handled. 

\\  ith  packages  of  high  center  of  gravity  it  is  particularly 
important  that  a  well  balanced  tray  should  be  used,  that  it 
should  lie  prevented  from  swinging  iu  its  travel  and  that  its 
level  position  should  not  be  disturbed  iu  passing  over  the 
top  sprockets.  Because  the  high  package  has  a  tendency  to 
overturn,  the  slope  of  the  loading  and  discharge  fingers  must 
obviously  be  as  small  as  will  serve  to  carry  the  package  into 
position.  Since  this  results  in  the  package  moving  onto  or 
away  from  the  elevator  slowly,  the  trays  cannot  be  spaced 
so  closely,  nor  the  speed  and  capacity  be  so  great,  as  in 
elevating  more  stable  loads.  With  these,  and  other  sluggish 


Hijih   Cans  Are  Handled   Safely 


what  faster  than  automatic  operation.  For  this  service 
chain  speeds  of  from  40  ft.  to  50  ft.  per  min.  are  usually 
sufficient,  with  a  tray  spacing  of  from  10  ft.  to  15  ft.  The 
1  holograph  shows  the  use  of  four  small  head  sprockets,  in 
stead  of  the  more  common  pair  of  large  sprockets. 

Bleaching  and  Washing  Plants 
Bales — Packing  Cases — Tote-Boxes 

The  necessity  of  handling  heavy  bales  and  packing  cases, 
in   textile  plants   and   the   small   space   ordinarily  available, 


Automatic  Feeding  from  Conveyor 

makes  the  automatic  vertical  elevator  particularly  valuable 
in  this  industry.  Incoming  bales  of  cotton  goods,  wool,  and 
other  materials,  as  well  as  outgoing  shipping  cases,  may  be 


SUSPENDED  TRAY   ELEVATORS 


343 


cither  elevated  or  lowered  on  the  same  machine.  While,  in 
such  heavy  work,  tin-so  elevators  usually  operate  as  indi 
vidual  units,  they  are  frequently  combined  in  systems  of 
gravity  and  power  conveyors,  particularly  in  the  receiving 
or  storage  of  case  goods.  A  maximum  of  economy  results 
eliminates  all  manual  transfer  from  and  to  the  other  con 
veyor  units.  Such  a  system  is  equally  valuable  in  the 
handling  of  small  pieces  in  tote-boxes  or  other  container*. 
In  this  case  the  empty  containers  arc1  often  returned  on  the 
same  machine. 

The  basic  principle  of  all  loading  devices  is  a  stop  so 
n] crated  as  to  synchronize  with  the  movement  of  the 
ascending  tray  and  to  hold  all  but  the  one  package  to  be 
delivered  to  the  loading  fingers.  In  the  photograph  are 
shown  levers  by  which  the  various  hinged  discharge  stations 
on  the  floors  above  or  below  may  be  thrown  in  or  out  to 
dispatch  packages  to  the  desired  Moor.  For  handling  the 
heavier  hales  and  packing  cases,  slow  chain  speeds  of  from 
35  ft.  to  50  ft.  per  min.  arc  advisable  to  relieve  the  chain 
and  tray  of  as  much  as  possible  of  the  shock  of  picking  up 
the  loads. 

Textiles 

Tote-Boxes — Bales — Packing    Cases 

The  photograph  shows  the  top  and  bottom  terminals  of 
two  suspended  tray  elevators  which  are  used  for  elevating 
and  lowering  filled  and  empty  bobbin  boxes.  The  applica- 


Loading  from  Gravity  Conveyor 


tion  of  this  type  elevator  to  cotton  and  wool  spinning  has 
greatly  increased  within  the  past  few  years  because  of  the 
successful  use  of  these  machines  not  only  in  new  plants,  but 
in  old  buildings  as  well.  The  small  Moor  space  required 
makes  the  installation  feasible  in  the  most  congested  plants, 
and  with  little  disturbance  to  operation.  While  the  auto 
matic  loading  and  discharge  of  these  elevators  makes  them 
extremely  economical  when  working  in  connection  with  lines 
of  gravity  or  belt  conveyor  on  the  various  Moors,  they  are 
probably  used  more  in  single  units  than  in  such  extensive 
systems.  The  fact  that  the  same  elevator  will  elevate  or 
lower  filled  baskets  of  bobbins  on  one  side,  and  simultane 
ously  return  empty  containers  on  the  other,  increases  its 


usefulness  in  departments  of  the  mill  where  there  is  neces 
sity  of  this  two-way  handling.  In  other  departments  similar 
elevators  of  heavier  construction  carry  the  heaviest  bales  of 
cotton,  wool,  jute  and  other  incoming  raw  materials,  as 
well  as  packing  cases  of  finished  goods. 

I'.ecause  there  is  the  tendency,  with  packages  following 
i  losely  behind  one  another,  particularly  on  gravity  con 
veyor,  for  niorr  than  one  package  to  enter  the  loading  sta 
tion,  it  is  essential  that  some  selective  device  be  provided 
to  separate  the  loads  and  deliver  them  singly  to  the  loading 
lingers.  The  action  of  this  feeder  should  be  positive,  yet  as 
simple  as  possible  in  its  construction.  If  too  sensitive  in  its 
adjustment  it  will  require  too  constant  attention.  In  the 
elevator  shown  in  the  foreground,  the  top  terminal  con 
struction  is  fairly  typical  of  the  suspended  tray  type.  In 
this  case  most  of  the  load  of  the  entire  elevator  is  carried 
on  the  top  Moor.  However,  this  is  not  essential.  In  the 
background  is  shown  a  bottom  terminal;  suspending  it  from 
the  ceiling  conserves  Mcor  space. 

Restaurants — Hotels 

Trays  of  Dishes 

The  necessity  for  more  continuous  handling  and  greater 
capacity  than  is  possible  with  the  ordinary  "dumb  waiter," 
has  brought  about  the  efficient  use  of  the  suspended  tray 
tlevator-lowerer  in  restaurant  and  hotel  service.  Serving 
the  double  purpose  of  elevating  and  lowering  tilled  and 
imply  trays  simultaneously,  this  machine  provides  the  most 
direct  possible  connection  between  kitchens  and  dining- 
room  Moors  in  multi-story  buildings.  The  care  with  which 
these  machines  handle  such  fragile  loads  as  trays  of  china 
and  glassware  is  another  reason  for  their  successful  applica 
tion  to  this  work.  Much  confusion  as  well  as  time  in 
operating  dumb  waiters,  even  though  they  be  power-driven, 
is  eliminated  hv  the  continuous  motion  of  the  suspended 
;rays.  The  opciation  <  f  siu-h  machines  is  practically  noise- 
.  !iar':cularly  when  they  are  enclosed  in  the  usual  r-hafts. 

The    c.inier-hung    type    tray   has    given    excellent    service 

this  work,  '  ''cause  of  its  smoothness  of  travel  and  free- 

lirm   fr.  in  any   tendency  to   swing.     Where  these  machines 


Quick  Service  Promoted  by  Elevator 

are  to  be  loaded  and  unloaded  by  hand,  their  speed  should 
be  very  low,  preferably  not  over  40  ft.  per  min.     Even  with 


344 


CONVEYORS  AND  ELEVATORS  FOR  PACKED  MATERIAL 


speeds  as  low  as  30  ft.  per  min.  the  trays  may  be  spaced 
closely  enough  to  give  a  very  large  capacity.  Obviously 
the  frames  of  the  machines  should  be  so  carefully  designed 
and  braced  that  there  can  be  no  chance  of  misalignment. 
Because  of  the  very  fragile  nature  of  the  packages  being 
handled,  the  adjustment  of  the  various  parts  should  be  given 
regular  attention,  to  insure  the  smoothest  action  at  all  times. 
Specially  designed  trays  are  sometimes  used  in  which  auto 
matic  unloading  is  feasible. 


Wrapping  and  Packing  to  Storage — 
Boosting 

Cartons — Boxes 

The  use  of  the  suspended  tray  elevator  as  a  booster,  to 
provide  additional  head  for  a  gravity  conveyor,  makes  it 
feasible  to  handle  many  packages  and  containers  which 


sl 


The  Elevator   Acts  as   a   Booster 

could  not  otherwise  be  safely  handled  by  this  simple,  con 
tinuous  method.  The  pallets  with  their  load  are  lifted  gently 
from  the  gravity  conveyor  at  the  bottom,  carried  smooth 
ly  over  the  top,  and  removed  by  the  fingers  of  the  discharge 
station  to  gravity  lines  above.  Since  the  pallet  is  carried 
in  a  level  position  its  contents  are  not  disarranged  and  it 
is  possible  to  handle  the  most  fragile  packages  safely.  The 
illustration  shows  the  simple  construction  and  small  space 
required  by  this  vertical  elevator.  Because  of  these  ad 
vantages,  these  machines  are  often  placed  in  old  elevator 
shafts,  or  are  even  attached  to  the  outside  walls  of  manu 
facturing  and  storage  buildings. 

As  a  booster  the  elevator  is  usually  provided  with  only 
one  loading  and  one  discharge  station,  the  empty  pallets  or 
containers  being  returned  by  another  line  of  conveyor.  The 
most  satisfactory  method  of  discharge  is  as  shown,  with  the 
direction  of  travel  of  the  packages  continued  the  same  as  in 
loading.  Side  discharge  at  the  top  is  thoroughly  practi 
cable,  but  cantilever,  or  other  special  trays  are  necessary. 
Where  containers  with  easily  disarranged  contents  are  load 
ed  from  gravity  conveyor  care  should  be  taken  that  the  con 
tainer  is  delivered  smoothlv  and  without  shock  to  the  load 


ing  lingers.     A  cushion  bumper  is  often  used  with  excellent 
results. 

Publishing — Paper 

Bundles  of  Papers — Stereotype  Plates 

1  he  suspended  tray  principle  of  continuous  elevating  and 
lowering  has  been  carried  to  a  very  high  point  of  develop 
ment  in  the  publishing  industry.  Many  special  types  of 
suspended  tray  elevators  are  in  use  in  the  handling  of 
bundles  of  papers,  all  designed  to  carry  the  loads  with  the 
least  disarrangement  of  the  package  or  injury  to  the  papers. 
Some  of  the  most  successful  of  these  machines  in  paper 
handling  have  been  very  heavy  elevators  used  for  elevating 
and  lowering  rolls  of  paper,  often  weighing  as  much  as 
2,000  Ib.  The  stereotype  plate  elevator  is  another  publishing 
house  application  which  demonstrates  the  flexibility  of  the 
freely-suspended  tray  in  handling  specially  shaped  objects. 

For  handling  such  special  packages  it  is  essential  that 
the  trays  be  designed  to  suit  the  package.  Discharge  sta 
tions  should  be  similarly  fitted  with  positive  means  of  re 
moving  the  load.  The  small  unloading  conveyor  shown  ac 
complishes  this  in  a  simple,  direct  manner.  The  corner- 
hung  type  of  tray  illustrated  has  a  stable  travel,  because  of 


STATIONARY 

LOADING 

FINGER 

UNLOADING 
CONVEYOR 


Direct  Service  Between  Plate  and  Press  Room 

the  offset  position  of  the  head  sprocket  and  the  chains. 
Even  though  the  platform  of  the  tray  does  not  run  in  guides, 
its  diagonal  points  of  suspension  prevent  it  from  swinging. 
Obviously  the  operation  of  these  specially  designed  elevators 
is  possible  only  where  the  objects  to  be  handled  are  of  uni 
form  size. 

Refining — Oils — Greases — Bottling 

Barrels — Drums — Kegs 

The  development  of  the  suspended  tray  type  as  a  com 
bination  elevator  and  conveyor  has  produced  a  simple  ma 
chine  for  this  double  purpose.  The  advantage  of  keeping 


PUSH-BAR   ELEVATORS  AND  CONVEYORS 


345 


the  load  on  the  tray  continuously,  from  the  point  of  dis 
patch  to  final  destination,  makes  this  a  better  handling 
method  under  some  conditions  than  the  more  common  one 
of  delivering  to  another  conveyor  at  the  top.  Such  systems 
have  been  much  used  in  textile  and  other  industries,  as 
well  as  in  bottling  and  refining.  While  modern  tendency  is 
toward  the  use  of  separate  units  for  the  conveying  elements 
of  these  combination  systems,  there  arc  many  conditions  of 
.plant  layout  where  it  is  more  economical  to  use  the  one 
continuous  machine. 

The  fact  that  the  trays  of  this  elevator  travel  horizontally 
makes  this  a  useful  machine  in  congested  manufacturing 
plants  where  offsets  from  the  vertical  are  necessary  to  avoid 
machines  or  other  obstructions  on  the  different  floors.  The 
photograph  shows  the  simple  transfer  from  the  vertical  to 
the  horizontal  run,  the  returning  chain,  in  this  case,  travel 
ing  by  a  different  route.  Roller  chain  is  preferable  for  this 
service  because  it  provides  easier  travel  of  the  chain  along 
the  horizontal  supporting  angles.  In  this  corner  turn  a, 
through  shaft  is  used  between  the  two  sprockets,  in  place  of 
the  stud  shafts  ordinarily  employed,  and  the  sprockets  are 
made  large  enough  to  insure  the  clearance  of  the  lowest 
point  of  the  tray  as  it  passes  over  this  shaft.  The  cradle- 
shaped  tray  shown  makes  a  very  safe  carrier  for  barrels. 
Speeds  of  from  40  ft.  to  60  ft.  per  min.  are  usual. 

In  the  illustration  shown  the  distance  between  centers  of 
the  trays  is  comparatively  long.  In  spacing  the  trays  the 


Changing  from  Vertical  to  Horizontal  Direction 

weight  of  the  load  to  be  carried,  the  section  of  the  material 
forming  the  horizontal  run  and  the  distance  between  its 
supports  must  all  be  taken  into  consideration. 


Push-Bar  Elevators  and  Conveyors 


One  of  the  earliest  types  of  continuous  motion  elevators 
and  conveyors  consisted  of  a  block  of  wood  attached  to  a 
single  strand  of  plain  chain  running  over  end  sprockets. 
On  this  principle  of  pushing  or  dragging  the  package  have 
been  developed  the  various  types  of  push-bar  elevators 
and  conveyors,  including  the  modern  double-strand  roller- 
chain  type,  with  automatic  loading  and  discharge  features. 

The  chief  advantages  of  this  type  of  equipment  lie  in 
its  simplicity  of  operation  and  low  first  cost,  as  well  as 
its  ease  of  automatic  loading.  While  the  push-bar  is  par 
ticularly  suited  to  handling  a  fairly  uniform  range  of 
packages,  practically  any  object  of  sufficient  solidity  and 
shape  to  slide  on  the  runway  can  be  successfully  and 
economically  handled.  It  is  extensively  used  in  manu 
facturing  processes,  and  in  such  industries  as  bottling, 
packing,  canning,  confectionery,  textiles,  and  ice  has  be 
come  almost  indispensable.  Because  of  the  excessive  fric 
tion  of  heavy  packages,  this  equipment  is  most  satisfactory 
for  light  service.  Where  it  is  necessary  to  handle  heavy 
objects  a  runway  bed  of  steel  or  wood  rollers  facilitates 
their  travel  and  reduces  the  drag  on  the  machine.  The 
push-bar  is  not  well  adapted  to  handling  bags,  loose 
bundles,  or  such  unsymmetrical  packages.  While  the  same 
principle  is  used  in  each,  a  clear-cut  distinction  should  be 
made  between  the  modern  highly  developed  push-bar  types 
and  the  many  simple  types  of  drag  elevators  and  con 
veyors  in  common  use. 

As  an  elevator  the  double-strand  push-bar  type  gives 
the  maximum  economy  of  space  over  any  of  the  other 
inclined  elevators,  because  the  high  position  of  the  push- 
bar  above  the  runway  bed  permits  packages  to  be  ele 
vated  at  angles  as  great  as  60  deg.  or  75  deg.  with  the 
horizontal.  As  a  booster  for  long  lines  of  gravity  roller 
conveyor,  this  machine  has  greatly  broadened  the  field 
of  the  latter  type  of  equipment.  For  this  purpose  it  is 


often  made  portable.  The  automatic  load  and  discharge 
features  add  materially  to  the  savings  in  labor  effected  by 
such  elevators.  Because  of  the  difficulty  of  loading  down 
ward,  the  push-bar  elevator  is  not  well  adapted  to  the 
lowering  of  packages,  although  occasionally  used  for  that 
purpose. 

The  simple  types  of  drag  elevators  are  very  little  used 
except  for  handling  hay,  ice,  logs  and  a  few  other  similar 
commodities  at  low  inclines. 

As  a  conveyor  the  push-bar  type  is  readily  reversible 
in  direction  of  travel,  thus  serving  a  two-way  purpose. 
Because  of  the  light  weight  of  the  moving  parts,  it  is 
particularly  adapted  to  long  distance  hauling.  This  is 
especially  true  where  the  load  is  not  heavy,  and  the  fric 
tion  developed  by  the  sliding  or  rolling  of  the  packages 
on  the  runway  is  not  excessive.  The  conveying  of  ice, 
empty  boxes,  baled  hay,  logs,  and  pulpwood,  is  typical  of 
the  service  to  which  this  conveyor  is  best  fitted.  The 
simple  drag  conveyor  is  used  more  for  such  conveying 
than  the  high  type  push-bar.  It  is  common  in  such  work 
to  combine  conveying  and  elevating  within  the  one  ma 
chine. 

General  Specifications 

Frame.  In  the  simpler,  drag-type  elevators  and  con 
veyors  wood  frames  are  customary,  consisting  of  well- 
braced  side  timbers,  to  which  are  attached  the  cross  saddles 
carrying  the  runway  bed.  For  the  high  push-bar  types 
the  side  frames  should  preferably  be  steel  trusses,  with 
the  top  and  bottom  truss  chords.  Such  steel  frames,  prop 
erly  braced,  are  stiffer  and  more  generally  satisfactory, 
and  are  usually  simpler  to  erect. 

The  frames  of  portable  elevators,  or  boosters,  should 
be  unusually  well-braced  to  withstand  the  twisting  and 
racking  of  the  frame  in  moving  the  machine  from  place 


346 


CONVEYORS  AND  ELEVATORS  FOR  PACKED  MATERIAL 


to  place.  At  the  same  time  special  care  should  be  taken 
to  make  the  entire  machine  as  light  as  is  consistent  with 
the  loads  to  be  carried.  The  base  frame  should  be 
mounted  on  the  best  quality  ball  or  roller  bearing  casters, 
or  wheels,  for  the  efficiency  of  portable  elevators  depends 
to  a  surprising  degree  on  the  ease  of  movement  of  these 
casters  or  wheels. 

Curves  or  Goose-Necks.  For  push-bar  elevators, 
curves  or  goose-necks  at  bottom  and  top  facilitate  loading 
and  discharge.  These  curves  should  be  of  sufficient 
radius,  usually  from  4  ft.  to  6  ft.,  to  insure  smooth  travel 
of  the  longest  packages  to  be  handled. 

Runway  Bed.  For  wood  frame  machines,  plain 
boards,  wood  strips,  or  plain  or  corrugated  steel,  form 
satisfactory  runways.  The  drag  chain  should  run  in  a 
smooth  track  below  the  sliding  surface  of  the  runway,  with 
only  the  cleat,  spur  or  push-bar  extending  above  the  sur 
face.  For  high  type  push-bar  elevators  with  steel  frames, 
runways  of  plain  or  corrugated  sheet  steel  or  steel  strips 
are  usual,  smoothly  curved  and  fitted  to  the  up  or  down 
curves,  and  free  from  rivet  heads  or  other  obstructions 
to  the  smooth  sliding  of  packages.  For  handling  heavier 
packages,  steel  or  wood  rollers  in  the  straight  part  of 
runway  beds  decrease  somewhat  the  driving  power  re 
quired  by  reducing  the  friction  between  package  and  run 
way.  For  conveying  logs,  pulp- wood  and  similar  objects, 
V-shaped  runways  with  single  strands  of  chain  are  cus 
tomary.  These  runways  are  often  lined  with  sheet  steel. 

Chain  or  Cable.  Plain  chains  of  standard  or  special 
design  are  usual  for  drag-type  elevators  and  conveyors. 
One  strand  will  serve,  although  two  strands  are  prefer 
able  where  flat  runways  are  used.  Cable  is  sometimes 
used  in  place  of  chain,  particularly  in  the  handling  of 
logs.  For  the  high  push-bar  type,  however,  roller  chain 
is  recommended,  although  plain  chain  will  give  good 
service  if  the  guide  tracks  are  kept  well  greased.  For 
this  type  two  strands  are  essential. 

Push-Bars.  Steel  or  wood  flights,  attached  to  single 
or  double  strands  of  chain  and  extending  high  enough 
above  the  runway  bed  properly  to  drag  the  package,  are 
satisfactory  for  drag  type  elevators  or  conveyors.  High 
type  push-bars,  whether  fixed  or  revolving,  should  run 
from  3  in.  to  8  in.  above  the  runway.  In  elevators  this 
height  depends  upon  the  angle  of  incline  and  the  height 
necessary  to  keep  the  package  firmly  against  the  runway 
bed.  The  revolving  bar  facilitates  automatic  loading  by 
rolling  out  from  under  any  package  which  it  has  not 
properly  picked  up.  This  is  of  special  advantage  in  ele 
vators,  to  insure  that  each  package  before  starting  up  the 
incline  has  a  push-bar  squarely  behind  it.  If  one  chain 
runs  ahead  of  the  other,  carrying  the  push-bars  at  any 
appreciable  deviation  from  a  right  angle  to  the  direction 
of  travel,  packages  are  apt  to  be  forced  against  the  side 
guards  and  will  not  travel  or  discharge  properly.  The 
spacing  of  the  push-bars  depends  on  the  speed  of  chain 
and  the  capacity  desired,  4  ft.  to  6  ft.  apart  being  usual. 

Loading  and  Discharge.  Drag  elevators  and  con 
veyors  are  usually  loaded  by  hand.  Properly  designed 
high-type  push-bars,  however,  because  of  their  selective 
principle,  pick  up  each  package  separately.  Revolving 
feed  drums  and  automatic  loading  devices  on  elevators 
also  aid  in  properly  transferring  the  packages  from  grav 
ity  or  other  conveyor  to  the  elevator.  Packages  may  be 
semi-automatically  loaded  at  any  point  on  either  ele 
vators  or  conveyors  by  the  use  of  loading  chutes.  Dis 
charge  points  should  be  so  arranged  that  the  packages 
leave  the  runway  promptly  and  do  not  block  the  moving 


push-bars.  The  usual  top-discharge  high-type  push-bar 
elevators  are  often  built  to  discharge  through  adjustable 
openings  in  the  runway  bed.  In  such  cases  the  returning 
push-bars  should  not  run  back  close  under  the  elevator 
unless  they  are  spaced  far  enough  apart  to  amply  clear 
the  packages  passing  through  the  runway.  To  avoid  pos 
sible  interference,  the  chain  may  be  returned  overhead. 

Drive  and  Take-Up.  Single  or  double  spur  gear  re 
ductions  are  usual,  belted  or  direct-connected  to  the  mo 
tor.  Worm  and  internal  reduction  gears  and  friction  drives 
are  occasionally  used.  Chain  take-ups  are  almost  in 
variably  placed  at  the  loading  end  of  the  machine.  If  the 
machine  is  fed  by  gravity  conveyor,  as  is  usual,  the  end 
of  the  section  of  gravity  adjoining  the  loading  point  should 
move  with  the  take-up  to  avoid  disturbance  of  the  loading 
device.  Take-ups  should  be  easy  of  adjustment,  but  must 
hold  their  position  when  set. 

Control.  It  is  often  advisable  to  provide  simple  elec 
tric  or  other  control  devices  at  convenient  places  to  facili 
tate  starting  and  stopping  of  the  machine. 

Stops.  Safety  stops  are  occasionally  used  as  brakes 
on  elevators,  particularly  those  of  higher  angles  of  in 
cline,  to  prevent  the  elevator  running  backward  when  the 
driving  power  is  accidentally  cut  off. 

Capacity.  Capacity  depends  on  the  spacing  of  the 
push-bars  and  the  speed  at  which  the  machine  is  run.  With 
the  light  packages  usually  handled,  practicable  capacities 
vary  from  500  to  1,200  packages  per  hour,  with  60  ft.  to  90 
ft.  per  min.  chain  speeds. 

Operation 

While  the  high-type  push-bar  elevators  and  conveyors 
are  essentially  high  capacity  machines,  often  handling  over 
a  thousand  packages  per  hour,  for  the  heavier  loads  they 
should  be  run  at  the  lowest  speed  that  will  give  the  re 
quired  capacity,  preferably  not  over  75  ft.  per  min.  The 
chain  should  be  kept  reasonably  tight  by  setting  up  the 
take-ups  at  regular  intervals  after  the  machine  is  first 
put  into  operation.  Chain  guides  must  be  kept  well 
greased  and  free  from  dirt.  Where  roller  chain  is  used 
the  rollers  should  be  oiled  occasionally,  as  should  the 
rollers  in  the  runway  bed  if  used. 

Automatic  loading  devices  are  particularly  dependent 
upon  being  kept  in  good  working  order.  The  same  cau 
tion  applies  to  the  adjustment  of  intermediate  loading  and 
discharge  points.  Even  with  properly  designed  feeding 
mechanism,  over-crowding  at  the  start  is  to  be  avoided 
so  far  as  possible.  Where  simple  swing-arm,  or  similar 
control  devices  are  used  automatically  to  stop  the  ma 
chine  when  packages  do  not  leave  the  discharge  points 
promptly,  these  devices  should  have  regular  attention. 
Since  these  machines  are  best  adapted  to  limited  sizes, 
weights,  and  types  of  packages,  care  should  be  taken  not 
to  apply  them  to  the  handling  of  miscellaneous  freight, 
unless  specially  designed  for  such  duty. 

Boosters 

Miscellaneous  Packages 

As  boosters  push-bar  elevators  greatly  extend  the  scope 
of  usefulness  of  the  gravity  conveyor  by  making  possible 
longer  runs  through  the  "boosting"  given  the  packages 
at  any  desired  point.  The  short  elevators  necessary  for 
this  work  are  made  so  light  as  to  be  practically  as  portable 
when  mounted  on  casters  as  the  sections  of  gravity  rollers 
with  which  they  work.  The  ease  with  which  they  auto 
matically  receive  from,  and  discharge  to,  other  conveyors 


PUSH-BAR    ELEVATORS   AND   CONVEYORS 


347 


is  a  big  factor  in  the  labor  saving  they  accomplish.  Such 
portable  boosters  apply  mainly  in  warehousing,  storage, 
car-loading,  and  similar  operations.  As  truck  and  car- 
loaders  they  save  the  time  of  the  men  who  usually  do 
the  "passing  up"  of  packages  from  the  end  of  the  con 
veyor  to  the  man  in  the  car.  These  machines  carry 
their  own  motors  and  are  often  made  adjustable  as  to 
height  of  lift. 

While  45  deg.  boosters  are  probably  most  used,  iiu-lines 
of  from  30  deg.  to  60  dcg.  arc  common.  I'nlcss  top  guards 
are  used  to  prevent  the  boxes  from  rolling  backward,  60 
deg.  to  70  deg.  is  about  the  practical  limit  of  incline. 
Where  the  packages  are  of  uniform  size,  however,  the 


angles,  large  enough  only  to  provide  proper  chain  run 
ways,  form  satisfactory  frames  when  thoroughly  trussed 
and  cross  braced.  Light  roller  chain — with  push-bars 


Extending  Scope   of  Gravity   Conveyor 

use  of  such  top  guards  makes  it  feasible  to  elevate  at 
any  angle  up  to  the  vertical.  The  chief  advantage  thus 
gained  is  in  the  sa-ving  of  space. 

Compact  single  or  double  reduction  drives,  with  silent 
chain  or  belt  from  the  motor,  are  much  used,  although  the 
direct  connected  internal  gear  reductions  arc  in  many  re 
spects  more  satisfactory  with  portable  machines.  It  is 
highly  important  to  eliminate  excess  weight;  also  every 
part  of  the  machine  should  be  designed  as  light  as  is  con 
sistent  with  reasonable  service  requirements. 


Food  Products — Canning — Packing 

Cartons — Boxes — Cases 

The  small  amount  of  floor  space  required  by  the  push- 
bar  elevator  because  of  the  high  angle  at  which  it  can  be 
operated  is  a  big  feature  in  many  industrial  buildings.  By 
placing  the  elevator  against  a  wall  or  in  some  unused  cor 
ner,  and  feeding  to  it  by  hand  truck  or  gravity  conveyor 
practically  no  storage  or  working  space  is  lost.  This 
space-saving  feature  and  the  fact  that  the  elevator  is  not 
limited  to  short  lifts  make  it  applicable  to  multi-story  can 
ning  plants.  As  a  booster,  stationary  or  portable,  for  a 
gravity  conveyor  it  is  economical  in  warehousing  empty 
or  filled  cases,  box-shooks,  or  cans.  It  is  used  extensively 
in  elevating  packages  to  be  carried  over  driveways,  tracks, 
or  yards  to  other  buildings. 

For  handling  the  usual  run  of  light  packages,  light  steel 


High  Angle  Double  Elevator 

4 

spaced  about  4  ft.,  and  with  a  speed  of  about  60  ft.  per 
min. — is  usual.  A  capacity  of  1,200  cases  per  hour  on  a. 
single  runway  is  thoroughly  feasible.  With  fairly  uniform 
packages  and  high  push-bars,  it  is  possible  to  operate 
these  elevators  at  angles  as  high  as  70  deg.  without  a  top 
guard.  On  the  higher  elevators  high  side  guards  arc 
necessary  mainly  for  reasons  of  safety. 

Paints — Oils — Grease — Chemicals 

Boxes — Cartons — Tubs — Cans 

The  generally  uniform  nature  of  the  containers  used 
makes  the  push-bar  elevator  very  applicable  to  paint, 
chemical  and  similar  industries.  Incoming  raw  materials 


Shipping  Room  to  Cars 


348 


CONVEYORS  AND  ELEVATORS  FOR  PACKED  MATERIAL 


in  tubs,  barrels,  cans,  etc.,  as  well  as  box  shocks  and  empty 
boxes,  are  handled  on  push-bar  elevators  to  storage  rooms, 
or  from  storage  to  the  packers.  Similarly,  working  in 
combination  with  power  and  gravity  conveyors,  this  ele 
vator  forms  a  valuable  part  of  systems  of  distribution  of 
packed  goods  from  packers  to  storage  or  cars.  The 
saving  in  time  and  labor  accomplished  by  direct  loading 
from  the  packing  tables  to  the  cars  by  gravity  conveyor  is 
often  made  possible  through  the  use  of  push-bar  "boost 
ers"  to  provide  the  necessary  drop  to  the  line  of  gravity. 
A  common  use  of  the  machine  is  the  elevating  of  mer 
chandise  from  basement  storage  to  shipping  platforms 
after  the  goods  have  been  collected  at  a  convenient  point 
by  conveyors  or  trucks. 

For  transferring  from  power  conveyors  to  push-bar 
elevators  a  short  section  of  gravity  conveyor  between  the 
two  units  facilitates  the  automatic  loading  of  the  elevator, 
by  preventing  forcing  of  the  packages  from  the  one  ma 
chine  to  the  other.  Similarly,  light  spring-steel  strips 
placed  at  the  foot  of  the  elevator  serve  not  only  to  start 
the  package  properly  up  the  runway,  but  also  hold  back 
any  package  that  has  not  been  securely  picked  up  by  the 
push-bar.  Where  such  equipment  is  subjected  to  the  action 
of  chemical  acids,  or  to  conditions  of  extreme  moisture,  it 
is  often  advisable  to  use  chain  with  special  wearing  parts. 

Textiles  . 

Tote  Boxes — Baskets — Cases — Bales 

In  spinning  mills  the  push-bar  elevator  solves  the  prob 
lem  of  returning  to  the  spinning  and  roving  frames  boxes 
or  baskets  of  empty  bobbins  which  were  previously  low 
ered  on  gravity  conveyors  or  chutes.  The  illustration 
shows  the  very  small  floor  space  occupied  by  such  an  ele 
vator.  The  automatic  feed  and  discharge,  with  the  selec 
tive  receiving  principle,  insures  orderly  movement  of  pack 
ages  up  the  elevator,  even  though  they  are  delivered  in  a 


Returning  Empty   Bobbin  Boxes 

continuous  stream  to  the  foot.  These  machines  are  being 
applied  to  an  increasing  extent  to  the  elevation  of  many 
other  packages  in  textile  mills  and  finishing  plants,  such 
as  packing  cases,  bales  of  cotton  or  wool,  and  bundles, 
bales  or  rolls  of  finished  cloth.  The  ease  of  installation  of 
these  "pre-assembled"  machines  is  an  important  factor  in 
busy  mills. 

For  the  usual  textile  mill  service  of  handling  bobbin 
boxes  and  similar  packages,  light  steel  frames  are  usual, 
supported  by  hanger  rods  from  the  ceiling.  Inclines  of  45 
deg.  and  60  deg.  are  customary.  Chain  speeds  of  from  SO 


ft.  to  80  ft.  per  min.  are  common,  with  capacities  as  high 
as  1,200  boxes  per  hour.  For  elevating  bales  of  jute,  wool, 
or  cotton,  or  for  heavy  packing  cases,  heavier  construction 
is  necessary,  with  low  chain  speeds  of  from  30  ft.  to  40  ft. 
per  min.  to  provide  for  the  greater  strain. 

Wood  Products 
Box  Shocks — Boxes 

The  extensive  use  of  the  push-bar  elevator  for  handling 
box  shocks,  boxes  and  similar  light  packages  has  been 
largely  due  to  the  simplicity  of  installation  of  the  light 
equipment  necessary  for  this  work.  The  ease  of  spanning 
roadways,  streets,  or  yards — with  a  minimum  of  frame 
work — makes  it  feasible  to  use  this  elevator  in  places  where 


Connecting   Operations   in    Different    Buildings 

the  heavier  apron  types  would  be  impractical,  or  belt  ele 
vators,  because  of  the  greater  protection  necessary,  would 
be  much  more  expensive.  Working  in  combination  with 
gravity  or  power  conveyors,  the  push-bar  elevator  is  wide 
ly  used  in  furniture  manufacturing,  box-making,  and  simi 
lar  wood-working  plants,  to  connect  in  continuous  se 
quence  operations  in  different  departments  or  buildings. 

The  simplest  method  of  spanning  between  supports  is  to 
so  design  the  side  trusses  that  the  elevator  frame  will  be 
self-supporting.  Knee  braces  from  the  supports  at  each 
end  stiffen  the  truss  and  increase  the  possible  span,  or, 
where  the  span  is  too  long  for  this,  sway  rods  are  often 
run  from  above  the  end  supports.  For  the  longer  spans, 
however,  it  is  customary  to  build  light  trusses  independent 
of  the  frame  of  the  elevator. 

Wholesale  Houses 

Miscellaneous  Packages 

The  necessity  for  saving  working  and  storage  space  in 
most  wholesale  grocery,  hardware,  mail-order,  and  similar 
distribution  and  supply  houses,  has  made  the  push-bar  ele 
vator  particularly  useful  because  of  the  high  angle  of  in 
cline  at  which  it  will  successfully  operate.  Not  only  is  it 
used  economically  as  a  floor-to-floor  elevator,  but  also  in 
multi-story  heights  as  one  continuous  elevator  discharging 


PUSH-BAR    ELEVATORS   AND   CONVEYORS 


349 


at  each  floor.  By  using  the  upper  doors  to  which  the  ele 
vator  runs  as  storage  for  the  lighter  packages  best  adapted 
to  push-bar  elevating,  this  machine  will  handle  practically 
all  commodities  going  to  these  floors.  In  hardware  and 
similar  houses  handling  bulky  or  heavy  packages,  it  is 
successfully  applied  to  sliort  runs  and  transfer  of  packages 
within  its  scope,  although  it  lias  not  the  wide  range  of  use 
fulness  of  the  apron  slat  elevator. 

Both  automatic  loading  from  gravity  conveyor  and  hand- 
loading  are  common  in  this  class  of  service.  In  either  case 
a  section  of  gravity  conveyor,  or  long  sloping  discharge 
table,  is  advisable  at  the  discharge  point  to  prevent  any 
blocking  of  the  elevator  by  the  piling  up  of  packages  not 


ages,  particularly  where  any  are  of  approximately  cubical 
shape  with  a  natural  tendency  to  roll  back  at  the  higher 
inclines,  the  push-bars  must  be  unusually  high,  often  8  in. 


High  Angle   Saves  Storage   Space 

clearly  removed.  Because  of  the  miscellaneous  shapes, 
sizes,  and  weights  of  packages,  an  angle  of  45  deg.  is 
about  the  maximum  incline  advisable.  The  push-bar 
should  ordinarily  run  about  4  in.  to  8  in.  above  the  run 
way  bed,  but  if  there  are  small  packages  to  be  felevatcd, 
care  must  be  taken  not  to  have  the  bar  placed  higher  than 
the  smallest  package  to  be  handled. 

Packing  to  Storage  and  Shipping 

Heavy  Cases 

The  use  of  extra  wide  and  heavy  push-bar  elevators 
for  handling  heavier  packages  has  been  increased  in  recent 
years  by  improvements  in  design  and  in  the  automatic  load 
ing  and  discharge  features.  Such  an  elevator  may  be 
loaded  practically  automatically  from  any  intermediate 
floor  by  means  of  adjustable  loading  plates.  Similarly, 
these  elevators  are  sometimes  designed  to  discharge  at  in 
termediate  floors  through  openings  in  the  bed,  made  by 
removing  or  lowering  adjustable  sections  of  the  runway. 
However,  this  method  of  discharge  applies  mainly  to  fairly 
uniform  and  regular  packages  of  lighter  weight. 

Because  of  the  greater  wear  on  the  sliding  surfaces  in 
elevating  heavy  packing  cases,  it  is  advisable  to  use  either 
rollers  or  heavy  sliding  strips  in  the  runway  bed.  Like 
wise,  because  of  the  weight  of  the  packages,  the  entire 
frame  should  be  specially  braced.  Heavy-type  push-bars 
and  roller  chains  are  usual.  In  handling  the  larger  pack- 


Receiving  from  Two  Floors 

to  10  in.  above  the  runway.  Slow  speeds,  of  about  30  ft. 
to  40  ft.  per  min.,  are  advisable  largely  because  of  the 
shock  of  loading.  Where  intermediate  floor  loading  points 
are  used,  they  must  be  designed  with  special  care,  and 
with  regard  to  quick  adjustment  and  easy  accessibility. 

Storage  to  Shipping 

Boxes — Crates — Cartons 

The  push-bar  elevator  working  in  systems   with  gravity 
conveyor   is   particularly  useful   for   elevating    packages   to 


Street   Span   Eliminated   Trucking 

a  height  sufficient  to  pass  over  streets,  tracks  or  yards. 
The  greatest  economy  of  operation  is  secured  by  such  di 
rect  handling,  and  the  automatic  transfer  of  packages  be 
tween  the  various  units  of  the  system  eliminates  practically 


350 


CONVEYORS  AND  ELEVATORS  FOR  PACKED  MATERIAL 


all  manual  labor  between  loading  and  discharge  points. 
The  simplicity  of  installation  of  such  equipment,  with  the 
very  light  supports  and  trusses  required,  is  surprising  and 
enhances  the  value  of  such  systems. 

In  automatic  loading  from  gravity  conveyor  to  the  ele 
vator  it  is  important  that  the  push-bar  take  a  position 
squarely  behind  each  box.  Various  types  of  selective  de 
vices  are  used  to  accomplish  this.  Spring  pieces  placed 
at  the  foot  through  which  the  box  passes  serve  the  double 
purpose  of  starting  the  box  properly  up  the  center  of  the 
elevator  runway  and,  for  fairly  uniform  sizes,  they  hold 
back  any  box  that  has  not  been  securely  caught  by  the 
push-bar.  Where,  as  in  this  case,  rollers  are  used  in  the 
bed,  steel  strips  or  plates  at  the  up-curve  prevent  pack- 
ages  from  "digging  in"  between  the  rollers.  For  packages 
of  small  size,  push-bar  spacings  of  about  4  ft.,  with  chain 
speeds  of  from  50  ft.  to  80  ft.  per  min.  are  usual. 

General  Freight 
Barrels — Tubs — Cases — Crates — Boxes 

While  the  push-bar  elevator  is  not  so  well  adapted  as  the 
apron  elevator  to  the  handling  of  general  freight,  it  is  thor 
oughly  satisfactory  for  many  types  of  packages  handled  in 
this  work.  One-story  elevators  are  usual  for  this  service, 
although  many  of  these  machines  have  been  installed  to 
serve  several  Moors.  For  the  heavier  packages,  particularly, 
rollers  in  the  runway  bed  reduce  somewhat  the  driving 
power  required,  except  at  the  up-curves,  where  it  is  neces 
sary  to  use  a  sliding  surface. 

Heavier  frames  of  four  or  six  angles,  well  trussed,  are 
usual,  with  wider  runways  to  provide  for  the  more  bulky 
packages.  Inclines  of  30  dcg.  or  45  desr.  are  best,  preferably 


Roller-runway    Increases    Scope    of   This    Conveyor 

the  former  if  the  greater  floor  space  required  is  available. 
With  this  lower  angle  of  incline  the  push-liar  may  run 
closer  to  the  runway  bed  and  thus  better  handle  the  smaller 
packages.  Comparatively  low  chain  speeds  of  from  40  ft. 
to  50  ft.  per  min.  are  best,  with  the  push-bars  spaced  close 
enough  to  give  the  desired  capacity.  In  general  warehouse 
work-  such  equipment  as  this  is  more  apt  to  be  neglected  than 


it  is  in  manufacturing  plants,  and  for  this  reason  it  is  par 
ticularly  advisable  that  some  one  man  be  assigned  to  the 
regular  care  of  the  machine. 

Paper  Manufacturing 
Pulpwood 

The  necessity  for  stacking  pulpwood  in  high  piles 
over  a  large  area  has  brought  about  the  development 
of  the  portable  log  stacker.  These  machines  are  built 
on  very  much  the  same  principle  as  the  chip-stackers 
in  such  common  use  in  sawmills.  The  logs  are  piled  to 


High  Piling  Saves  Storage  Space 

heights  as  great  as  60  ft.  in  piles  of  any  desired  length. 
By  using  a  modification  of  this  type  many  commodities 
in  industries  other  than  paper  can  be  handled  to  ex 
cellent  advantage.  When  used  for  stacking  other  open 
storage  materials  than  lumber,  the  booms  of  the  smaller 
sizes  of  stackers  are  usually  made  adjustable  as  to  height 
of  discharge  to  provide  for  more  careful  handling  than 
is  necessary  with  pulpwood. 

A  V-shaped  wood  trough,  preferably  steel  lined, 
forms  the  runway.  A  single  strand  of  chain  running 
at  the  bottom  of  the  trough,  with  pusher  attachments 
at  fixed  intervals,  propels  the  logs  up  the  incline.  These 
machines  are  mounted  on  two  rails  so  located  as  to 
preserve  proper  balance.  These  elevators  are  self- 
propelling.  Where  the  overhang  of  the  cantilever  is 
so  great  as  to  cause  a  tendency  to  overturn  the  machine 
or  make  it  unstable,  counterweights  are  used  over  the 
inner  rail  to  balance  the  cantilever  weight.  For  service 
in  handling  pulpwood  or  similar  commodities  chain 
speeds  of  from  90  ft.  to  130  ft.  are  customary.  The 
fact  that  the  logs  can  be  dropped  onto  the  pile  from 
the  highest  point  of  discharge  avoids  the  necessity  of 
making  the  cantilever  frame  adjustable,  as  is  necessary 
in  stacking  other  more  fragile  packages. 

Lumber  and  Logging 
Pulpwood — Logs — Timbers 

In  the  handling  of  logs,  pulpwood  and  lumber  this 
simplest  type  of  drag  conveyors  finds  many  uses.  With 
fiat-bottom  troughs  or  runways,  ice,  bales  of  hay,  and 
many  other  packages  also  are  handled,  although  not 
so  satisfactorily  with  single  as  with  the  double  strand 
chain.  With  other  commodities  than  lumber  products 
it  is  customary  to  attach  a  block  of  wood  to  the  chain, 
the  latter  running  in  a  slot  below  the  runway  surface. 


PUSH-BAR    ELEVATORS   AND   CONVEYORS 


351 


These  drag  conveyors  are  built  with  very  long  centers. 
They  are  not  usually  reversible,  although  two-way 
travel  is  sometimes  provided  for.  The  chief  advantage 
of  such  equipment  is  its  extreme  simplicity  of  design 
and  construction.  It  can  be  easily  taken  down  and 
set  up  to  meet  changing  layouts.  Such  a  conveyor  is 
used  more  for  temporary  service  than  for  permanent 
installations.  Cable  carriers  are  often  used  for  this 
purpose  instead  of  chain. 

For  handling  logs  V-shaped  troughs  of  2  in.  boards 
arc  usual,  while  flat  runways  are  used  for  ice,  hay,  and 
similar  packages.  The  two  sides  of  the  V-trough  form 
guards  as  well  as  sliding  surfaces,  keeping  the  package 
moving  properly.  With  the  usual  flat  runways  side 


strips  attached  to  the  timber  frame.  With  push-bars 
spaced  about  4  ft.  apart  the  capacity  is  very  high,  even 
at  the  fairly  low  speeds  of  from  SO- ft.  to  75  ft.  per  min. 
at  which  sucli  conveyors  are  usually  operated.  Inter- 


The  Drag  Is  the  Simplest  Conveyor 

guards  are  essential.  In  the  lumber  conveyors  plain 
detachable  link  chain  with  lug  attachments  propel  the 
packages.  Where  the  wood  push-bar  is  used,  with  the 
flat  runway,  particular  attention  should  be  given  to 
securing  it  rigidly  to  the  chain,  for  in  operating  a  very 
high  strain  comes  on  this  point  of  attachment.  With 
this  type  conveyor  there  is  a  tendency  for  the  push-bar 
to  turn  back  as  well  as  to  twist  sideways  in  driving 
the  package  ahead. 

Ice  Cutting  and  Manufacture 
Ice 

The  push-bar  conveyor  has  probably  been  more  used 
for  the  handling  of  ice  than  for  any  other  commodity, 
largely  because  it  is  the  type  conveyor  most  adapted 
to  such  a  light  article  and  one  that  slides  so  easily. 
Because  of  the  simple  construction  of  this  conveyor 
it  is  less  affected  by  being  continuously  exposed  to  the 
weather  than  the  more  highly  developed  types  of  car 
riers.  Such  a  conveyor  is  extensively  used  for  storing 
lake  ice  after  cutting,  in  which  service  it  fills  the  double 
purpose  of  both  elevating  and  conveying  the  cakes  of 
ice  from  water  level  to  storage  house.  This  conveyor 
makes  an  excellent  car  loading  system  both  for  icing 
refrigerator  cars  or  loading  cars  of  ice  for  shipment. 
Very  little  driving  power  is  required  to  operate  the 
conveyor  in  handling  ice. 

It  is  customary  for  this  work  to  use  either  wood  or 
steel  angle  push-bars  with  plain  steel  or  malleable 
chain  running  in  an  angle  track  or  on  steel  or  wood 


Loading  Four  Cars  at  Once 

mediate'  discharge  at  the  various  car  doors  is  usually 
accomplished  by  manual  handling.  In  the  case  of  ice 
storage  houses,  however,  the  ice  is  often  discharged 
through  openings  in  the  runway  formed  by  hinging 
down  a  section  of  the  runway  bed.  With  such  a  con 
veyor  the  chain  and  push-bars  are  ordinarily  returned 
overhead  to  avoid  conflict  with  the  cakes  of  ice  dis 
charging  through  the  runway. 

Soaps — Greases 
Boxes — Cartons — Cases 

For  handling  fairly  light  packages  with  surfaces 
smooth  enough  to  slide  easily  on  the  wood  or  steel 
runway,  the  double  strand  push-bar  conveyor  forms  a 
simple  and  satisfactory  carrier.  For  the  long  runs  in 
which  this  type  of  conveyor  is  so  often  used  it  pos 
sesses  a  decided  advantage  in  that  the  weight  of  the 


Delivering  Boxes  to  Storage 

moving  parts  of  the  machine  is  very  low.  This  ad 
vantage  is  quickly  overcome,  however,  by  the  roller 
chain  and  apron  type,  if  the  conveyor  is  put  to  any 
duty  other  than  the  handling  of  light  packages.  By 
making  smooth  up-curves  this  equipment  is  equally 
serviceable  as  a  combination  conveyor  and  elevator. 
Similarly  it  is  reversible  in  direction  of  movement, 
although  if  used  with  an  elevator  section  at  the  higher 
angles,  it  is  not  entirely  satisfactory  in  lowering  pack 
ages  unless  specially  designed.  If  the  runway  beds  are 


352 


CONVEYORS  AND  ELEVATORS  FOR  PACKED  MATERIAL 


made  of  rollers,  similar  to  the  gravity  roller  conveyor, 
much  heavier  packages  may  be  handled  to  advantage 
because  of  the  reduced  friction. 

Wood  runways  are  usual  in  this  work,  although  often 
lined  with  steel  strips  or  corrugated  iron  to  lessen  the 
sliding  friction  of  the  package.  Plain  detachable  chain 
is  most  used,  although  roller  chain  is  preferable,  run 
ning  in  steel  angle  guides  or  on  steel  or  hardwood 
strips  attached  to  the  frame.  The  frame  is  generally 
of  wood  construction.  In  some  installations  packages 
are  discharged  at  intermediate  points  by  removing  or 
hinging  sections  of  the  runway,  arrangement  being  made 
to  insure  the  package  clearing  the  returning  chain  of 
the  conveyor  as  it  discharges  through  the  opening. 

Bottling 
Cases — Trays — Cartons — Barrels 

In  bottling  plants  the  push-bar  elevator  is  used  ex 
tensively  and  with  great  success  largely  because  of  the  uni 


formity  of  size  of  packages  handled.  Receiving  and  dis 
charging  automatically,  it  is  equally  useful  either  as  a 
floor-to-floor  elevator  or  as  booster  for  long  lines  of 
gravity  conveyor.  Filled  or  empty  bottles,  whether  in 
packing-cases  or  open  trays,  are  handled  in  perfect  safety 
and  with  a  minimum  of  operating  attention.  Barrels,  kegs, 
or  tubs,  travelling  on  end  on  gravity  or  power  conveyors, 
are  similarly  received  by  the  automatic  feeding  mechanism 
and  delivered  to  tables  or  to  other  conveyor  lines  above. 
Such  irregular  packages  require,  in  general,  lower  angles 
of  incline  than  cases  or  boxes. 

For  handling  packages  of  strictly  uniform  size  it  is 
feasible  to  run  the  push-bar  elevator  vertically,  with  hori 
zontal  loading  and  discharge  portions.  The  top  guard 
forms,  with  the  chain  guide  angles  and  runway  bed,  a 
vertical  shaft  in  which  the  package  travels.  The  chief  ad 
vantage  thus  gained  is  in  the  saving  of  space.  For  service 
in  bottling  plants  plain  or  corrugated  sheet  steel  runways 
are  usual.  The  corrugated  runways  are  somewhat  stiffer, 
and  produce  rather  less  sliding  friction  than  do  flat  steel 
sheets  of  the  same  gage. 


Apron  Elevators  and  Conveyors 


The  sturdy  construction  of  this  equipment,  its  high  ca 
pacity,  and  the  fact  that  packages  of  all  sizes  may  be 
handled  on  the  same  apron,  make  it  the  most  generally 
useful  of  all  continuous  motion  carriers.  Requiring  no 
operator,  and  always  instantly  available,  it  is  particularly 
adaptable  to  miscellaneous  freight  handling  in  industrial 
plants,  as  well  as  in  terminal  and  marine  warehouses  and 
on  piers.  Because  of  being  largely  shop-assembled  it  is 
installed  with  little  disturbance  to  plant  operation.  Its  rug 
ged  construction  enables  the  machine  to  withstand  for 
many  years  such  rough  usage  as  would  quickly  wreck  other 
types  of  equipment.  It  is  easily  stopped  or  started  from 
any  desired  point,  and  is  reversible  in  direction  of  motion. 
The  apron  type  machine  is  adaptable  not  only  to  the  han 
dling  of  individual  packages,  but,  when  properly  equipped, 
will  elevate,  lower,  or  convey  men  and  trucks,  thus  saving 
the  time  of  unloading  and  loading  the  trucks.  Such  application 
of  the  apron  elevator  or  conveyor  approaches  very  closely 
the  function  of  the  various  types  of  truck  hauls  described 
in  a  later  section  of  this  book.  Similarly  the  use  of  large 
gathering  boxes,  carried  about  the  storage  rooms  on  low 
platform  trucks  and  delivered  semi-automatically  to  the 
conveyor  saves  the  time  of  handling  individual  packages. 
Such  a  combination  method  has  proved  successful  in  many 
plants,  and  has  materially  increased  the  usefulness  of  apn  n 
carriers. 

As  elevators  and  lowerers  these  machines  are  used  eco 
nomically  not  only  as  floor-to-floor  elevators,  but  also  in 
multi-story  heights  as  one  continuous  elevator  discharging 
and  loading  at  each  floor.  Because  of  the  high  operating 
inclines  possible,  such  equipment  requires  a  surprisingly 
small  floor  space.  With  fairly  light  packages  the  incline 
may  be  increased  almost  to  the  vertical  by  attaching  to  the 
slats  cleats  or  arms  of  such  a  height  or  type  as  to  prevent 
the  package  from  rolling  backward.  In  fact,  with  packages 
of  uniform  size  this  machine  is  often  operated  in  a  com 
bination  of  horizontal  and  vertical  positions.  At  the  higher 
inclines  it  becomes  practically  a  rigid  arm  elevator.  In 
places  where  it  is  desirable  to  lower  as  well  as  elevate 
packages  the  use  of  this  machine  is  even  more  economical, 
within  the  limits  of  incline  at  which  objects  may  be  safely 
lowered. 

With  a  short  horizontal  portion  at  the  bottom,  joined  to 


the  incline  by  a  smooth  curve,  the  loading  of  this  elevator 
is  made  practically  automatic  for  inclines  up  to  30  deg.  to 
50  deg. ;  the  higher  angles  being  used  only  for  bags  or 
similar  packages  which  have  little  tendency  to  roll  back. 
Such  automatic  elevators  receive  from  and  discharge  to 
either  gravity  or  power  conveyors.  Automatic  feed  mechan 
isms,  somewhat  on  the  selective  principle  of  the  push-bar 
elevator  feeders,  are  being  developd  which  promise  to  make 
the  apron  slat  elevator  with  cleats  much  more  self-loading 
than  at  present. 

As  a  conveyor,  running  along  the  ceiling,  or  in  out-of-the- 
way  places,  with  down  or  up  curves  at  convenient  points, 
it  takes  up  very  little  working  space.  The  facility  with 
which  packages  will  transfer  from  one  conveyor  to  an 
other,  placed  at  any  desired  angle  to  the  first,  makes  it 
feasible  to  fit  these  machines  into  almost  any  condition  of 
plant  layout.  In  fact,  one  of  the  biggest  fields  of  service 
of  the  apron  conveyor  lies  in  the  direct  connecting  of 
successive  operations  in  different  departments  or  buildings, 
made  necessary  by  plant  layout  changes  and  additions. 
Running  level  or  on  inclines,  under  floors,  through  walls, 
or  from  building  to  building,  the  conveyor  provides  a  tie 
that  is  far  more  important  to  production  than  the  mere 
labor  or  time  of  trucking  that  is  saved.  Wherever  used  in 
this  way  it  is  a  production  organizer.  Working  with  the 
various  types  of  continuous  motion  elevators  and  lowerers, 
it  serves  as  a  most  efficient  unit  in  plant  transportation  sys 
tems.  One  of  the  most  economical  of  such  combinations 
consists  of  conveyor  and  elevator  installed  as  one  con 
tinuous  machine.  The  apron  type  conveyor  is  especially 
adapted  to  outdoor  service.  It  requires  very  little  protec 
tion  and  simple  supports,  and  often  carries  on  its  own 
frame  such  light  housing  as  is  necessary.  As  such  a  car 
rier  between  buildings  the  conveyor  is  particularly  valuable 
in  bad  weather. 

Probably  the  most  interesting  of  the  recent  develop 
ments  in  inclined  apron  elevators  and  conveyors  has  been 
the  portable  machines  for  piling  or  conveying  merchandise 
in  warehouses,  and  for  loading  and  unloading  trucks,  cars, 
barges,  and  ships.  Carrying  its  motor  or  engine  within  its 
frame,  it  is  easily  moved  to  meet  the  changing  operating 
conditions  of  such  work.  The  greatest  efforts  have  been 
made  to  design  machines  for  this  service  of  sufficient 


APRON    ELEVATORS   AND   CONVEYORS 


353 


strength  for  the  work  to  be  done,  yet  light  enough  to  be 
easily  portable.  While  these  machines  are  designed  to 
stand  hard  service,  it  is  evident  that  if  made  as  heavy 
as  stationary  equipment  they  will  not  be  thoroughly  portable, 
unless  self-propelled.  Since  such  machines  are  usually 
moved  from  place  to  place  by  hand,  adherence  to  this  basic 
principle  of  lightness  in  design  has  materially  increased,  in 
recent  years,  their  field  of  economic  use. 

As  an  elevator  or  piler  one  of  the  big  advantages  of  the 
apron  type  machine  is  that  it  will  pick  up  loads  practically 
from  the  floor,  saving  most  of  the  labor  of  lifting.  Simi 
larly,  through  the  adjustable  feature  of  its  carrier,  it  will 
deliver  to  any  desired  height  This  adjustable  discharge 
height  is  very  important  in  ship,  barge,  or  boat  loading, 
where  variations  in  both  tide  or  deck  level  are  met  by 
raising  or  lowering  the  carrier  boom. 

As  a  floor-to-floor  elevator,  elevating  through  convenient 
small  openings  in  the  upper  floor,  and  as  a  booster  to  pro 
vide  additional  grades  for  gravity  conveyors,  this  machine 
is  very  useful.  By  reversing  the  direction  of  travel  of  the 
apron  it  is  used  in  lowering  from  upper  floors,  or  in 
breaking  down  piles  of  merchandise.  Such  portable  ma 
chines  are  made  in  practically  all  sizes  and  elevating  heights, 
up  to  1,000  Ib.  capacity  and  30  ft.  to  40  ft.  maximum  dis 
charge  height.  They  pile  at  such  angles  as  to  operate  in 
narrow  aisles  and  occupy  comparatively  little  space  on  the 
floor. 

As  portable  conveyors  such  equipment  is  used  in  sections 
of  convenient  length,  each  section  either  carrying  its  own 
power  or  driven  as  a  trailer  from  a  power  section.  The 
sections,  mounted  on  casters  or  wheels,  as  floor  or  ground 
conditions  demand,  are  easily  set  in  place  or  removed  as 
the  changing  warehousing  conditions  require.  Packages 
traveling  on  the  conveyor  transfer  automatically  from  sec 
tion  to  section,  making  right  angles  or  other  turns.  Work 
ing  in  systems  with  portable  pilers  or  boat  loader-unloaders, 
the  conveyor  carries  merchandise  from  cars  or  boats  to 
storage  piles  in  a  continuous  stream  and  with  the  minimum 
of  manual  handling. 

These  apron  elevators  and  conveyors  fall  naturally  into 
two  general  classes,  the  standard  chain-and-apron  type,  and 
the  roller  carrier  type.  In  the  first,  and  most  common  type, 
the  slats  forming  the  apron  are  attached  at  both  ends  to 
plain  or  roller  chain  running  in  a  guide  and  over  end 
sprockets.  The  apron  of  the  second  type,  as  its  name  im 
plies,  consists  of  a  series  of  small  carriers  with  end  rollers 
running  in  guides.  Attached  to  the  underside  of  the  car 
rier  is  a  single  or  double  strand  of  chain,  usually  the  latter, 
which  runs  over  end  sprockets  and  propels  the  carriers  with 
their  rollers.  These  carriers  may  be  of  any  desired  shape 
or  size  to  fit  the  packages  to  be  handled,  from  the  plain 
steel  axles,  to  specially  designed  carriers  approaching  a 
small  four-wheeled  truck  in  character.  Both  of  these  types 
are  commonly  built  in  portable  as  well  as  stationary  ma 
chines.  In  any  case,  whether  the  carriers  are  spaced  some 
distance  apart,  or  are  so  closely  spaced  as  to  form  practically 
a  continuous  apron,  the  basic  principle  of  the  machine  is 
that  it  supports  and  carries  its  load,  in  contradistinction  to 
the  dragging  and  pulling  principle  of  push-bar  or  haulage 
conveyors. 

General   Specifications 

Frame.  While  many  successful  apron  elevators  and 
conveyors  have  wood  frames  with  steel  and  hardwood 
chain-guides,  the  modern  tendency  in  design  is  toward 
the  all-steel  frame,  with  the  chain  running  in  the  hori 
zontal  legs  of  the  side  truss  angle?.  The  steel  frame  prop 
erly  hraced  is  stronger  and  more  durable,  and  more  gen 


erally  satisfactory  in  operation  than  the  wood.  It  is  also 
cleaner  and  neater  in  appearance.  A  very  satisfactory  steel 
frame  consists  of  four  angles,  forming  two  side  trusses, 
and  thoroughly  cross-braced  to  prevent  spreading  or  twisting 
of  the  trusses. 

Curves  or  Goose-Necks.  While  not  essential,  curves 
at  the  top  and  bottom  of  elevators  and  sometimes  at  the 
ends  of  conveyors  are  advisable  to  facilitate  loading  or 
discharge,  particularly  where  it  is  desirable  that  such  trans 
fer  should  be  automatic.  Whether  in  elevators  or  con 
veyors  the  curves  should  be  of  sufficient  radius,  usually  4 
ft.  to  8  ft.,  to  insure  smooth  travel  of  the  packages.  Up- 
curves  should  be  provided  with  top  guards  over  the  chain 
of  such  design  as  not  to  interfere  with  the  travel  of  pack 
ages  overhanging  the  ends  of  the  slats. 

Apron  or  Carrier.  For  the  standard  chain  and  apron 
carriers  the  slats  should  be  of  straight-grain  hardwood,  or 
of  steel,  usually  the  former.  The  selected  hardwood  slat 
gives  excellent  service  and  has  the  advantage  of  being 
easily  replaceable.  Straight  slats  with  slightly  beveled  edges 
are  most  common,  but  for  packages  of  special  shape  the 
slats  should  be  designed  to  fit  the  object  to  be  handled.  These 
slats  should  be  securely  attached  to  the  chain,  and  their 
spacing  should  be  close  enough  to  prevent  the  smallest 
package  from  falling  between  them.  Since  the  attachment 
of  the  slat  to  the  chain  is  the  point  of  greatest  strain,  this 
connection  should  be  secure  in  order  to  withstand  any 
tendency  of  the  slat  to  twist  and  split.  In  elevators  par 
ticular  attention  should  be  given  to  preventing  any  tendency 
of  the  slats  to  turn  backward  under  the  weight  of  ascend 
ing  packages — even  to  the  extent  in  some  cases  of  using  steel 
strips  attached  to  each  slat  and  overlapping  the  slat  behind. 
In  the  roller  carrier  type  the  carrier  should  be  designed 
to  suit  the  package.  Plain  steel  axles,  spaced  from  10  in.  to 
16  in.,  running  on  end  rollers,  and  propelled  by  two  strands 
of  plain  detachable  chain,  are  satisfactory  for  bags,  bales, 
or  bundles.  For  the  more  difficult  packages  special  cradle 
trucks  on  wheels  are  required.  End  rollers,  whether  of  cast 
iron  or  steel,  must  be  true  and  free  to  turn.  In  determining 
the  proper  width  of  any  conveyor  it  should  be  remembered 
that  for  ordinary  service  the  occasional  larger  packages 
may  satisfactorily  be  allowed  to  overhang  the  side. 

Cleats  or  Arms.  Running  on  the  level,  or  at  the 
lower  angles  of  incline,  the  friction  of  the  package  on  the 
apron  is  usually  sufficient  to  insure  its  proper  travel.  How 
ever,  at  higher  angles  or  where  there  is  a  tendency  for  the 
package  to  slide  or  roll  back,  wood  or  steel  cleats,  lugs,  or 
arms,  of  the  right  height  to  securely  hold  the  package  in 
place,  should  be  rigidly  attached  to  the  slats  at  the  desired 
intervals.  Each  of  these  cleats  should  be  attached  to  one 
slat  only,  but  for  the  higher  inclines  there  will  be  less  ten 
dency  to  turn  backward  under  the  load  if  the  cleat,  or  a 
small  plate,  is  extended  backward  over  the  edge  of  the  slat 
behind. 

Chain.  For  the  standard  chain  and  apron  type  car 
rier,  plain  detachable  link  chain  is  serviceable  for  lighter 
duty.  However,  the  use  of  malleable  or  steel  roller  chain  re 
quires  less  driving  power  and  gives  greater  all-around  satis 
faction.  Malleable  roller  chain  is  most  common,  although 
steel  chain,  with  hardened  wearing  surfaces,  gives  some 
what  longer  service  under  abrasive,  or  heavy  wearing  con 
ditions.  For  equipment  working  under  conditions  of  ex 
treme  moisture  or  in  handling  chemicals  specially  designed 
chains  are  advisable. 

For  roller  carrier  aprons  the  lighter  detachable  link 
chains  are  satisfactory,  since  there  is  usually  less  wear  on 
them,  and  less  pulling  strength  is  required  by  the  larger 
end  rollers  on  the  carrier.  Attachment  links  should  be  of 


354 


CONVEYORS  AND  ELEVATORS  FOR  PACKED  MATERIAL 


such  size  and  strength  as  to  provide  a  connection  between 
chain  and  slat  or  carrier,  not  merely  strong  enough  for  the 
static  loads,  but  to  withstand  the  shock  and  twisting  strains 
of  loading. 

Side  Guards.  With  elevators,  operating  at  ordinary 
angles,  side  guards  are  seldom  necessary,  except  for  special 
packages  which  may  have  a  tendency  to  roll  sidewise.  At 
the  higher  angles  of  incline,  however,  guards  of  steel  an 
gles,  sheet  metal,  or  wood  are  often  used,  mainly  as  a  pre 
caution  in  case  of  careless  loading,  or  to  insure  the  safety 
of  men  working  under  or  around  the  elevator.  On  con 
veyors,  side  guards  are  necessary  only  for  the  sake  of  safety 
in  overhead  installations,  or  for  special  side-loading  pur 
poses.  They  are,  of  course,  required  where  it  is  desired  to 
handle  cylindrical,  or  similar  packages  on  flat  aprons. 
Where  heavy  loading  is  to  be  done  at  any  point  it  is  ad 
visable  to  attach  continuous  angles  to  the  side  frame, 
which,  extending  slightly  above  the  slats  or  carrier,  pro 
tects  the  apron  and  chain.  Such  angles,  used  alone,  or  with 
plates  extending  over  a  portion  of  the  end  of  the  slat, 
serve  as  a  rather  necessary  protection  of  the  slat  in  handling 
loose  packages  like  waste  paper  or  rags. 

Loading  Points.  To  facilitate  the  loading  of  heavy 
packages  onto  apron  elevators  the  foot  of  the  elevator  should 
be  as  close  as  convenient  to  the  floor.  Where  possible  it  is 
advantageous  to  set  the  lower  end-shaft  below  the  floor 
level.  In  such  cases  a  steel  floor  plate,  with  inset  rollers, 
from  which  very  heavy  packages  are  fed  onto  the  elevator, 
makes  for  easy  loading.  Where  heavy  objects  are  loaded 
carelessly,  a  solid  plate  or  several  angles  placed  close  un 
der  the  slats  at  the  loading  point,  reduce  the  shock  of 
loading  on  the  apron.  To  insure  heavy  packages  starting 
up  the  incline  bearing  squarely  against  the  cleats,  it  is  ad 
visable  to  use  loading  fingers  placed  just  above  the  moving 
slat.  The  package,  momentarily  resting  on  these  fingers, 
is  picked  up  squarely  by  the  elevator  cleats,  projecting  above 
the  fingers,  as  they  pass  through.  For  elevators  fed  by 
gravity  or  power  conveyor,  one  of  the  various  timing  de 
vices  or  feeders  may  be  provided. 

In  conveyors  much  manual  lifting  can  be  eliminated  and 
the  operation  of  the  conveyor  made  more  satisfactory  by 
having  all  loading  points  as  close  to  the  floor  as  possible. 
Where  it  is  not  convenient  to  have  the  entire  conveyor  run 
along  the  floor,  or  even  set  in  the  floor,  down  curves  at  the 
end  or  at  desired  intermediate  points  make  easier  loading. 
As  with  elevators,  stiff  angles  or  a  steel  plate  set  close  un 
der  the  apron  at  these  loading  points  relieve  the  apron  of 
much  of  the  strain  of  loading  heavy  packages.  This  applies 
particularly  in  storage  operations  where  heavy  loads  are  fed 
from  chutes  onto  the  conveyor. 

Discharge  Points.  It  is  important  that  the  discharge 
be  so  arranged  as  to  insure  packages  leaving  the  end  of 
the  conveyor  or  elevator  promptly  and  clearly.  A  satis 
factory  arrangement  is  to  provide  a  long  sloping  table  or 
section  of  gravity  conveyor  to  allow  for  temporary  piling 
up  of  packages  without  blocking  the  machine.  It  is 
often  desirable  to  use  some  simple  automatic  control  device 
at  the  end  discharge  connected  with  the  motor  to  stop  the 
machine  when  packages  do  not  properly  clear  the  discharge 
point.  Although  apron  elevators  usually  discharge  over 
the  top,  they  may  easily  he  unloaded  at  any  floor.  Where 
the  carrier  is  composed  of  smooth,  rounded-edge  slats, 
boxes  and  other  fairly  rigid  packages  are  successfully  di 
verted  automatically  at  any  point  by  adjustable  diverters. 
These  are  usually  made  of  smooth  steel  plates  or  hardwood 
boards,  preferably  hinged  at  one  end  or  sliding  up  and  down 
on  pipe  guides.  When  set  in  position  to  divert  they  should 
he  at  such  angle  with  the  carrier  as  to  smoothly  sweep  the 


package  off  to  the  side.  Such  diverters  may  be  controlled 
locally  or  from  the  point  of  dispatch  by  cables. 

Drive  and  Take-up.  Practically  any  of  the  standard 
worm,  spur,  or  internal  reduction  gear  drives  are  satisfac 
tory,  with  belt,  silent  chain,  or  direct  connection  to  the 
motor.  Single  or  double  reduction  spur  gears  are  most  com 
mon  and  are  generally  satisfactory,  although  for  the  lowest 
speeds  worm  gears  or  internal  reduction  gears  are  more 
often  used.  While  it  is  customary  to  drive  apron  elevators 
or  conveyors  from  the  delivery  end,  many  of  these  ma 
chines  are  reversible  in  direction,  and  are  driven  from 
either  end. 

Control.  The  usual  method  of  control  is  by  means 
of  a  switch.  Where  it  is  desired  to  stop  or  start  the  ma 
chine  from  several  points,  electric  push-button  control  is 
better.  It  is  often  advisable,  in  addition,  to  provide  simple 
automatic  safety  stops,  either  electrical  or  mechanical,  par 
ticularly  on  elevators  handling  men  and  trucks. 

Special  Features  of  Portable  Elevators  and 
Conveyors 

Elevator  Base  Frame.  The  supporting  frame  is  best 
constructed  of  steel  channels,  4  in.  and  5  in.  channels  be 
ing  generally  used.  The  base  frame  must  be  particularly 
well  braced  to  withstand  the  racking  incident  to  moving 
over  rough  and  irregular  floors. 

Carrier  Frame  or  Boom.  The  side  trusses  of  this 
frame  for  both  conveyors  and  elevators  are  most  conveni 
ently  formed  of  two  steel  angles,  usually  from  \l/4  in.  by 
\l/4  in.  by  3/16  in.  to  2l/2  in.  by  2  in.  by  3/16  in.  angles,  the 
horizontal  legs  providing  the  runway  for  the  chain  or 
rollers.  These  two  side  frames  should  be  tied  together 
at  frequent  intervals  by  angle  struts  or  a  steel  plate,  or  by 
both.  For  easy  portability,  however,  particular  attention 
should  be  paid  to  making  this  frame,  as  well  as  all  other 
parts  of  the  machine,  as  light  as  consistent  with  the  nature 
of  the  work  to  be  done. 

Elevator  Raising  Device.  The  apparatus  for  raising 
the  boom  should  be  entirely  under  the  frame,  to  insure 
clear  travel  for  bulky  packages  and  to  facilitate  moving  the 
machine  through  doorways.  Except  in  the  smallest  ma 
chines  the  boom  should  preferably  be  raised  by  power 
driven  mechanism.  This  raising  frame  should  be  so  de 
signed  as  to  insure  the  stability  of  the  machine  with  the 
boom  in  high  position. 

Drive  and  Take-up.  In  portable  apron  elevators,  be 
cause  of  the  adjustable  discharge  with  the  motor  stationary 
in  the  base  frame,  the  carrier  is  most  conveniently  driven 
from  the  foot  end,  and  the  chain  may  be  kept  at  proper 
tension  by  take-ups  placed  at  the  top.  For  both  elevators 
and  conveyors  the  direction  of  travel  of  the  carrier  should 
be  reversible,  with  proper  switches  and  reducing  mechan 
ism  to  accomplish  this.  Special  attention  must  be  given  to 
eliminating  excess  weight  from  the  driving  mechanism,  for 
if  the  maximum  use  is  to  be  made  of  any  manually  moved 
machine  it  must  be  as  light  as  is  consistent  with  the  strength 
necessary  for  the  work  to  be  done.  Internal  spur  gears 
have  been  satisfactory  for  this  reason.  The  heavier  types 
of  these  machines  should  be  self-propelled. 

Casters  or  Wheels.  Portable  elevators  or  conveyors 
usually  are  mounted  on  four  casters,  which  are  satisfactory 
when  the  machine  is  to  be  moved  over  fairly  smooth  sur 
faces.  The  importance  of  easy  portability  is  so  great  that 
the  best  casters  made  are  none  too  good.  Ball-bearing 
swivel  joints  with  the  best  roller  bearings  in  the  wheels 
make  excellent  casters.  Where  the  machine  is  to  be  moved 
over  rough,  uneven  floors,  or  used  in  out-of-door  work, 
wheels  of  from  12  in.  to  30  in.  are  better,  even  though  not 


APRON    ELEVATORS   AND   CONVEYORS 


355 


so  flexible  in  direction  of  movement.  Occasionally  it  is 
advisable  to  mount  such  elevators  on  light  steel,  or  other 
wagons. 

Operation 

One  of  the  biggest  advantages  of  the  apron  elevator  or 
conveyor  lies  in  its  simplicity  of  operation.  It  requires 
neither  operator  nor  special  loading  or  discharge,  and  can 
be  started,  stopped,  or  reversed  in  direction  by  a  push 
button  or  switch.  With  properly  designed  equipment  and 
reasonably  careful  handling,  occasional  oiling  and  cleaning 
of  the  chain  and  driving  mechanism  are  about  all  the  atten 
tion  required.  It  is  not  uncommon,  however,  for  machines 
to  be  made  entirely  too  light,  or  otherwise  be  unsuited  to 
the  work  to  be  done.  Such  mis-applications  come  about 
frequently  through  designing  the  equipment  for  average 
service,  and  not  providing  for  the  unexpected  loadings, 
strains,  or  rough  usage  that  are  certain  to  occur.  With 
the  apron  elevator  a  common  trouble  comes  about  through 
the  attempt  to  handle  packages  at  angles  of  incline  higher 
than  those  for  which  the  machine  was  designed. 

To  insure  proper  loading  and  less  wear  and  tear  on  the 
equipment,  it  should  be  run  at  the  lowest  speed  that  will 
give  the  desired  capacity.  It  is  safe  to  say  that  most  of 
these  machines,  as  usually  installed,  run  faster  than  it  is 
practicable  to  load  the  machine  or  handle  the  discharging 
packages.  With  elevators,  loading  downward  from  the  top 
requires  more  attention  in  angles  over  about  25  deg.  than 
up-loading,  because  the  packages  do  not  so  readily  find 
their  proper  place  against  the  cleats,  with  the  result  that 
they  may  slide  or  roll  down  the  incline.  Where,  as  is 
frequently  the  case,  heavy  packages  are  rolled  or  thrown 
down  from  storage  piles  onto  the  elevator  the  mach'ne 
should  either  be  provided  with  a  re-enforced  loading  point, 
to  provide  for  this  hard  service,  or  be  of  generally  heavier 
construction  than  would  lie  necessary  for  ordinary  opera 
tion  and  service. 

In  conveyors,  where  heavy  packages  are  to  be  loaded 
at  points  along  the  side,  a  particularly  good  installation, 
from  the  operating  stand-point,  results  from  placing  the 
top  of  the  slats  flush  with  floor.  Unless  thoroughly  pro 
tected,  or  easily  accessible  for  regular  oiling  and  cleaning, 
however,  such  a  position  docs  not  make  for  the  longest 
useful  life  of  the  conveyor.  If  not  installed  in  the  floor 
the  top  of  the  conveyor  should  be  kept  as  low  as  prac 
ticable  at  the  loading  points,  to  avoid  manual  lifting  of 
heavy  packages.  A  down  curve  at  the  end  often  simplifies 
the  loading  of  such  packages  at  this  one  point. 

With  either  elevators  or  conveyors  it  is  important  that 
such  a  clear  discharge  be  provided  that  there  is  no  danger 
of  packages  piling  up  or  stopping  so  close  as  to  block  the 
movement  of  the  apron.  Where  it  is  not  convenient  to 
remove  the  packages  as  they  discharge,  a  long  sloping  table 
or  chute,  or  a  line  of  gravity  conveyor,  acting  as  tem 
porary  storage,  makes  this  operation  much  more  efficient. 
In  long  conveyors  and  multi-story  elevators  it  is  often 
advantageous  and  thoroughly  practicable  to  divert  boxes. 
bales,  and  similar  packages  of  ordinary  rigidity  at  various 
intermediate  points.  Unless  the  apron  is  very  smooth  this 
is  usually  not  satisfactory  for  bags  and  pliable  objects. 
The  successful  operation  of  portable  equipment  depends 
so  much  on  the  ease  of  movement  from  place  to  place  that 
particular  attention  should  be  given  to  the  surface  over 
which  it  operates.  Easy-swivel  casters  are  excellent  for 
fairly  smooth  floors,  but  steel  wheels  are  advisable  for 
rough  floors  or  out-of-door  work.  Probably  the  biggest 
operating  consideration  with  portable  machines,  however, 
is  the  question  of  weight,  particularly  where  the  machine  is 


to  be  moved  from  place  to  place  by  hand.  Because  easy 
portability  is  so  essential  to  economical  operation,  many 
of  the  best  informed  operating  men  arc  coming  to  feel  that 
they  are  willing  to  sacrifice  some  of  the  life  of  the  machine 
in  order  to  insure  its  maximum  daily  use. 

With  both  conveyors  and  elevators  of  the  apron  type,  par 
ticularly  with  portable  machines,  successful  operation  \^  tar 
more  a  matter  of  knowledge  of  the  many  possible  applica 
tions  of  the  equipment  than  of  its  construction  or  operat 
ing  details.  Wherever  such  machines  are  used  there  should 
be  one  man  who  not  only  knows  thoroughly  the  mechanical 
features  of  the  equipment  and  is  responsible  for  the  oper 
ating  condition  at  all  times,  but,  far  more  important,  also 
knows  the  possibilities  of  the  equipment  as  applied  to  his 
plant.  For  instance,  the  warehouse  man  who  knows  the 
almost  unlimited  uses  of  a  combination  pilcr,  truck-loader, 
and  car-loader  will  get  far  more  service  out  of  the  machine 
than  the  chance  laborer  with  no  knowledge  or  imagination 
in  applying  the  machine  to  his  handling  problems. 

Elevators   for   Trucks 

The  big  demand  for  continuous  motion  inclined  hand 
truck  elevators  has  resulted  in  the  present  high  develop 
ment  of  such  machines.  In  addition  to  the  great  capacity 
and  continuous  service  of  these  elevators,  probably  the  most 
important  feature  is  the  high  degree  of  safety  attained. 
Accidents  are  far  rarer  than  in  other  types  of  lifts.  Ca 
pacities  as  high  as  500  to  700  trucks  per  hour  in  each 
direction  are  not  unusual.  The  elimination  of  the  usual 


No  Time  Lost  Waiting  for  This  Elevator 

platform  elevator  operator,  and  the  freedom  from  waiting 
and  delays  are  added  advantages  of  this  type  of  elevator. 
The  truck-man  may  or  may  not  accompany  the  truck,  as 
is  desired.  Such  a  machine  forms  a  stairway  as  well  as 
elevator.  It  is  naturally  limited  to  from  one  to  three-story 
handling  and  to  carrying  trucks  with  sides  or  with  loads 
not  easily  disarranged  by  being  tilted  at  the  angle  of  the 
incline. 

For  this  service  aprons  of  special  or  multiple  strand  chain 
are  usual,  with  dogs  or  lugs  which  grip  the  truck  firmly 
as  they  carry  it  up.  These  lugs  are  usually  placed  very 
close  together  for  the  sake  of  safety  in  loading  and  travel. 
Wood  and  steel  slat  aprons  with  cleat?  which  engage  hooks 
on  the  truck  are  also  much  used.  To  insure  the  successful 
travel  of  wide  trucks  the  sides  of  the  high  guards  should 
be  smooth  and  free  from  obstructions,  and  the  floor  must 


356 


CONVEYORS  AND  ELEVATORS  FOR  PACKED  MATERIAL 


tit  closely  to  the  moving  apron.  As  usually  installed  these 
elevators  carry  their  loads  in  only  one  direction,  although 
double  runways,  for  up  and  down  traffic,  are  often  used. 

Truck  and  General  Freight  Elevators 

Miscellanous  Packages 

In  the  handling  of  hand  trucks  and  men,  as  well  as  vari 
ous  heavy  freight  packages,  there  is  an  increasing  use  of 
apron  elevators  in  marine  and  terminal  freight  handling, 
and  in  practically  every  industry.  Improvements  in  design 
and  positive  safety  appliances  have  been  responsible  for 
the  more  frequent  adoption  of  this  elevating  and  lowering 
method.  Such  elevators  serve  not  only  as  truck-hauls,  but 
also  for  handling  gathering  boxes  or  individual  packages. 
Instant  and  continuous  service,  with  great  capacity,  make 
this  elevator  most  economical  in  operation,  within  the  limits 
of  one  to  three-story  elevating,  to  which  it  is  best  adapted. 
Because  the  loads  are  carried  at  an  angle  this  machine  is 
most  satisfactory  in  handling  trucks  with  sides,  or  with 
loads  not  easily  disarranged. 

Broad  wood  slats,  set  close  together  and  securely  at 
tached  to  roller  chain,  form  a  very  satisfactory  apron.  The 
cleats  on  the  apron  must  be  made  to  fit  the  hooks  on  the 
trucks,  and  be  so  designed  that  they  have  a  positive  grip  on 


new  process  layouts  in  old  buildings.  The  high  angle  of 
incline  with  resulting  small  space  required,  makes  it  pos 
sible  to  install  such  machines  with  a  minimum  of  disturb 
ance  to  machine  layout  or  operation.  Since  the  elevator  is 
reversible  in  direction  of  travel  it  is  doubly  useful  in  un- 


Direct  Service  for  Loaded  Trucks 

the  truck  before  starting  up  the  incline.  Low  cleats,  set 
close  together,  make  a  better  and  safer  discharge  to  the 
upper  floor.  The  guards  should  preferably  be  smooth 
faced  and  solid,  and  must  fit  close  to  the  moving  apron 
for  reasons  of  safety.  Low  speeds  of  from  20  ft.  to  40 
ft.  per  min.  are  preferable,  largely  because  the  low-speed 
elevator  is  safer  in  operation.  The  protective  features  used 
on  the  common  escalator  or  moving  stairway  are  good 
examples  of  the  result  of  careful  design  in  freight  elevators 
of  the  apron  type. 

Cotton— Wool— Finishing  Mills 
Rolls — Bales — Bundles — Cases 

As  short  transfer  units  between  different  floors  or  build 
ings  the  apron  elevator  forms  a  direct  connection  between 
successive  operations  in  different  departments  of  cotton  and 
•woolen  mills.  This  use  of  continuous  elevators  and  con 
veyors  has  bridged  one  of  the  biggest  obstacles  to  making 


Arm   Slat  Type   for   High  Angle 

loading  from  cars  to  storage  in  basement  or  upper  floors 
and  in  loading  out  bales  or  cases  of  finished  goods.  The 
portable  elevator  of  this  type  is  most  economical  in  making 
use  of  the  full  height  of  storage  rooms,  and  for  the  loading 
of  trucks  and  cars. 

For  the  usual  work  required  of  the  apron  elevator  in 
textile  plants — handling  heavy  bales  of  incoming  raw  ma 
terial  or  loading  out  packing  cases  of  finished  goods — an 
apron  is  recommended,  consisting  of  extra  heavy  wood  slats 
attached  to  heavy  roller  chain.  For  the  protection  of  the 
apron  at  loading  points,  steel  loading  fingers,  or  plates  close 
under  the  slats,  are  advisable  to  relieve  the  apron  of  the 
continuous  shock  of  loading.  Where  heavy  bales  are 
thrown  or  rolled  down  from  storage  piles  onto  the  elevator, 
as  is  often  the  case,  the  machine  must  generally  be  of 
heavier  construction  than  would  be  necessary  for  ordinary 
operation  and  service.  Care  should  be  taken  to  provide 
such  a  clear  discharge  that  the  bales  will  not  pile  up  of 
stop  so  close  to  the  top  end  as  to  block  the  movement  of 
the  apron.  Where  the  elevator  is  to  be  operated  above 
machines  or  workmen,  angle  side  guards  are  essential 
for  the  sake  of  safety. 

Linoleum — Carpets 
Rolls 

A  rather  extreme  type  of  the  inclined  apron  elevator  is 
shown  in  the  photograph.  At  the  higher  angles  of  incline 
this  machine  becomes  practically  an  arm  elevator.  By 
using  specially  shaped  carriers  the  most  irregular  packages 
may  be  handled  successfully,  but  because  they  are  designed 
for  special  packages  they  are  naturally  less  versatile  than 
the  "carry-all"  slat  type  elevator.  They  arc  often  built  in 
combination  with  horizontal,  or  conveyor  portions ;  carry 
loads  great  distances  and  with  frequent  turns;  and  are 
readily  reversible  in  the  direction  of  motion. 

The  prime  requisite  in  elevators  of  this  type  is  to  so 
design  the  individual  carrier  that  it  will  not  only  carry  the 


APRON    ELEVATORS 


357 


package  properly,  but  that  it  will  receive  and  discharge  its 
load  automatically.  Whether  propelled  by  a  single  or  by 
a  double  strand  of  chain,  each  carrier  must  be  so  made  that 
its  rollers  will  track  perfectly  in  passing  over  the  end 


Carriers  for   Special   Packages 

sprockets,  as  well  as  on  the  straight  runs.  The  use  of 
carrier  rollers  of  the  usual  size,  3  in.  to  5  in.,  with  fairly 
light  detachable  chain,  produces  an  elevator  requiring  less 
driving  power,  in  general,  than  the  standard  roller  chain 
type. 

Metal  Products — Hardware 

Miscellanous  Objects 

The  adaptability  of  the  apron  elevator  as  a  "carry-all"  is 
well  illustrated  in  the  photograph.  Carrying  men  and 
trucks,  as  well  as  packages  of  all  sizes,  shapes  and  weights, 
this  elevator  combines  a  maximum  of  service  and  safety 


using  gathering  boxes.  These  are  carried  about  the  base 
ment  or  upper  floors  on  low-wheel  platforms,  from  which 
they  are  pushed,  when  filled,  onto  the  elevator.  In  this 
way  the  manual  loading  of  the  individual  pieces  is  avoided. 
Heavy  wood  slats  with  wood  or  steel  cleats  and  heavy 
roller  chain  form  a  serviceable  apron  for  this  purpose. 
For  convenience  in  loading  it  is  often  advisable  to  make  a 
short  portion  of  the  elevator  horizontal  at  the  loading  end, 
although  this  is  not  always  necessary.  Because  of  the 
difficulty  of  unloading  heavy  packages  a  convenient  push 
button  or  switch  control  is  essential,  by  which  the  machint 
can  easily  be  stopped.  It  is  good  practice  to  use  a  long 
sloping  discharge  plate  at  the  top  to  insure  clear  discharge. 
Where  men  with  hand  trucks  are  carried,  particularly  at 
angles  over  20  deg.,  three  points  require  special  attention: 
The  speed  should  be  low,  preferably  not  over  30  ft.  per 
min.,  the  cleats  must  grip  the  dog  on  the  truck  in  a  posi 
tive  way,  and  the  connection  between  the  apron  and  floor 
at  the  discharge  point  must  be  such  as  to  render  the  trans 
fer  absolutely  safe. 

Terminal  Freight  Handling 

General  Freight 

The  great  variation  in  sizes,  shapes  and  weights  of  the 
packages  which  can  be  carried  by  the  apron  elevator  makes 
it  particularly  applicable  to  the  handling  of  miscellaneous 


A   Wide   Range   of   Packages  Are   Handled 

with  great  capacity.  Running  at  low  speeds,  or  inter 
mittently,  it  has  a  temporary  storage  capacity  which  is 
advantageous  in  loading  or  unloading  cars  or  motor  trucks. 
Where  it  is  not  desirable  to  elevate  the  entire  hand-truck 
with  its  load  the  economy  of  this  elevator  is  increased  by 


Direct   Service   Between   Floors 

freight.  In  addition  to  the  continuous  handling  of  pack 
ages  in  cither  direction,  there  is  the  added  advantage  of 
carrying  men  and  trucks,  provided  the  equipment  is  de 
signed  for  this  service  and  is  fitted  with  proper  safety 
devices  and  controls.  Serving  not  only  the  usually  two- 
story  freight  and  storage  houses,  but  much  higher  build 
ings  as  well,  this  elevator  is  replacing  the  slow,  intermittent 
platform  elevators  in  many  places  where  the  closest  and 
quickest  possible  connection  between  floors  is  essential. 
The  installation  of  apron  elevator  units  at  different  con 
venient  points  has  resulted  in  the  saving  of  long  truck 
liauls  and  time  in  waiting  for  slow-moving  platform  ele 
vators. 

A  satisfactory  apron  for  this  service  consists  of  heavy 
wood  slats  with  steel  angle  cleats  as  low  as  will  securely 
hold  the  package  or  truck.  Steel  slats,  however,  are  often 
used.  It  is  customary  to  use  heavy  roller  chain  or  de 
tachable  chain  with  large  end-rollers  on  the  slats.  Largely 
because  of  the  greater  strength  and  rigidity  as  well  as  the 
neater  appearance,  the  use  of  steel  angle  frames  is  increas- 


358 


CONVEYORS  AND  ELEVATORS  FOR  PACKED  MATERIAL 


ing.  Where  these  elevators  are  to  be  loaded  and  unloaded 
at  intermediate  floors  low  speeds  of  from  30  ft.  to  40  ft. 
per  min.  are  advisable,  with  special  electrical  or  other  con 
trol  systems  for  starting  and  stopping 

Marine  Freight 
Miscellaneous  Packages 

The  most  successful  and  economical  uses  of  inclined 
apron  elevators  in  marine  freight  handling  have  been  in 
floor-to-floor  traffic  on  double  deck  piers  and  in  loading 
and  unloading  boats  and  barges.  In  the  latter  work  the 
adjustable  traveling  platform,  carrying  men  and  trucks  as 
well  as  freight  of  all  classes,  has  solved  a  big  marine  ter 
minal  problem.  By  the  adjustment  of  the  supports  the 
outer  end  is  made  to  follow  the  rise  and  fall  of  the  boat 
and  serves  any  desired  deck  level.  This  continuous  con 
necting  link  between  the  boat  and  the  wharf  not  only  saves 
labor  and  actual  handling  costs,  but,  what  is  more  important, 
particularly  with  ocean  vessels,  cuts  down  the  idle  time 
of  the  ship  itself. 

Because  this  work  is  unusually  heavy,  strong  and  well 
braced  frames  are  required,  particularly  for  the  adjustable 
ramps.  Specially  designed  chains  are  usual,  with  heavy 
wood  slats.  Instead  of  cleats  projecting  above  the  apron 
the  slats  are  often  so  designed  that  "cradles"  are  provided 
for  the  truck  wheels,  holding  the  truck  securely  in  place. 
For  higher  angles  more  positive  carriers  are  necessary,  such 


Adjustable   Elevators   for   Men    and   Trucks 

as  higher  cleats  which  engage  hooks  on  the  truck.  The 
carrier  should  be  reversible  in  direction  of  motion,  and 
should  preferably  be  run  at  slow  speeds,  of  from  30  ft.  to 
40  ft.  per  min.  Because  such  equipment  usually  works 
under  bad  operating  conditions,  it  requires  regular  oiling 
and  cleaning.  These  elevator  ramps  are  hinged  at  the  inner 
end,  usually  on  heavy  trunnions,  while  the  outer  end  is  sup 
ported  by  chains  or  cables  running  over  hoisting  drums. 

General  Freight 
Miscellaneous  Packages 

By  providing  direct  connection  between  floors  at  the  most 
convenient  points  the  inclined  freight  elevator  eliminates 
long  truck  hauls  and  the  delay  of  waiting  for  platform 
elevators.  Used  not  only  for  elevating  or  lowering  pack 
ages  but  for  trucks  and  men  as  well,  this  is  a  general  serv 
ice  machine.  It  has  an  enormous  hourly  capacity  in  either 
direction,  even  running  at  low  speeds.  The  power  con 
sumption  is  low.  Switches  or  push-buttons  at  convenient 
point?  control  the  motion  of  the  elevator,  and  electric  or 


mechanical  control  devices  provide  a  maximum  of  safety. 
The  illustration  shows  a  good  type  of  extra  heavy  ele 
vator  for  handling  packages  of  all  sizes  and  shapes.  The 
high  angle  cleats,  on  steel  or  wood  slats,  form  cradles  for 
even  the  most  irregular  objects.  If  these  cleats  are  pro 
vided  with  a  back  extension,  overlapping  but  not  riveted 


A   Wide   Variety   of   Packages   May    Be   Handled 

to  the  slat  behind,  they  are  somewhat  stiffer  under  heavy 
loads.  Such  a  construction,  with  the  chain  protected  by 
the  top  angle  and  the  slats  set  very  close  together,  or  over 
lapping  each  other,  is  especially  good  for  handling  waste 
paper  and  similar  packages  containing  much  loose  material. 
The  side  guards  shown  are  unusually  heavy.  The  loading 
point  is  somewhat  too  high  for  the  easiest  up-loading,  al 
though  advisable  if  the  machine  is  to  be  run  in  the  reverse 
direction  to  lower  packages.  An  elevator  of  such  size  and 
capacity  should  preferably  be  run  at  a  speed  of  not  over 
50  ft.  per  min. 

Receiving  from  Trucks  and  Cars 
Barrels — Drums — Kegs 

Changes  in  operating  layouts  and  plant  processes  almost 
invariably  create  new  handling  problems,  often  giving  op 
portunity  for  the  most  economical  use  of  elevator-conveyor 


Receiving   from   Truck   or   Car 

systems.     With   such   continuous   systems,   packages   which 
would   otherwise  be   carried  on   slow-moving  hand   trucks 


APRON    ELEVATORS 


359 


travel  directly  from  motor  truck  or  car  to  distant  storage 
rooms,  or  from  one  department  to  another  in  the  same  or 
adjacent  buildings.  In  crowded  plants  the  simplicity  of 
installation  of  these  elevators,  with  the  small  space  required, 
is  of  particular  advantage. 

For  out-of-door  service  timber  frames  are  often  used  and 
are  satisfactory.  Steel  strips  or  angle  runways  should  bo 
provided  for  the  chain.  In  handling  heavy  packages  extra 
heavy  slats  and  cleats  are  essential,  and  should  be  designed 
to  fit  the  shape  of  the  particular  packages  to  be  handled. 
With  proper  spacing  of  the  cleats  barrels  are  easily  loaded 
automatically  from  standard  barrel  skids,  as  shown.  In 
clines  up  to  45  deg.  are  usual,  although  with  high,  well- 
braced  cleats  or  arms,  and  with  proper  chain  guides,  prac 
tically  any  incline  up  to  the  vertical  is  feasible,  Generally 
barrels  or  drums  are  best  handled  crosswise,  as  shown, 
although  they  are  often  carried  lengthwise  or  at  the  lower 
angles  of  incline,  on  end. 

Freight  Handling 

Boxes — Cartons — Crates 

The  use  of  the  portable  piler  at  the  end  of  lines  of  port 
able  gravity  or  power  conveyors  or  as  a  booster  has  received 
an  increased  impetus  with  improvements  in  devices  for 
transferring  packages  from  conveyor  to  elevator.  The  up- 
curve,  or  gooseneck,  at  the  bottom,  with  loading  lingers, 
facilitates  the  loading,  although  such  packages  as  bags  and 
bales  will  transfer  properly  even  at  angles  of  35  deg.  to  45 
deg.  without  either  gooseneck  or  special  loading  device. 
Various  other  loading  devices  have  been  used  successfully 
with  the  more  difficult  packages.  A  comparison  between 
the  shapes  of  the  boxes  on  the  piler  illustrated  is  interest 
ing.  Because  of  their  tendency  to  roll  back  the  lower  boxes 
in  the  crosswise  position  will  not  travel  at  so  high  an  angle 
as  the  upper  ones.  But  if  the  boxes  are  placed  endwise  as 
should  be  done  for  high  angles,  they  will  travel  at  an  even 
higher  angle  than  the  upper  boxes,  because  of  their  greater 
length. 

Where  loading  fingers  are  used  they  shoird  be  strong 
enough  and  so  supported  as  to  relieve  the  apron  of  the 
shock  of  careless  loading.  Steel  angles  or  a  stiff  steel  plate 


by  sliding  on  the  lower  truss  angle  have  given  good 
service,  this  is  not  so  satisfactory  a  construction  as  having 
the  slats  attached  to  end  rollers  or  roller  chain.  In  this 
case  they  return  by  rolling  instead  of  sliding,  thus  avoiding 
wear  on  the  slats,  and  requiring  less  driving  power.  A 
hand  crank  device  for  raising  and  lowering  the  upper  part 
of  the  frame,  or  boom,  is  satisfactory  for  the  lighter  and 
smaller  machines,  but  power  raising  devices  save  much 
labor  and  time. 

River  Freight 

Miscellaneous  Packages 

The  wide  variation  of  the  water  level  incident  to  many 
river  and  even  tidewater  ports  has  created  a  demand  for 
elevators  of  extreme  adjustment  range.  These  machines 
are  built  both  stationary  and  portable.  They  carry  prac 
tically  all  classes  of  freight  in  a  continuous  stream  either 
in  loading  or  unloading,  with  capacities  as  high  as  75  tons 
per  hour.  The  upper  ends  of  these  elevators  receive  from 
or  discharge  to  cars  on  adjacent  sidings,  or  to  trucks  or 


Transferring  from   Gravity  to   Piler 

placed  close  under  the  apron  at  the  loading  point  will  do 
much  to  take  the  strain  of  loading  from  the  apron.  While 
many  such  machines  in  which  the  apron  slats  are  returned 


Adjustable  to   Changing   Water  Level 

conveyors  leading  to  storage.  Because  of  their  weight  the 
larger  portable  machines  operate  most  satisfactorily  when 
mounted  on  light  rails  running  either  parallel  or  at  right 
angles  to  the  dock.  They  should  be  self-propelling.  While 
requiring  very  little  attention  in  operation,  these  larger 
machines  should  be  in  charge  of  one  responsible  man  who 
is  not  only  a  thorough  mechanic,  but,  more  important  by 
far,  knows  the  handling  possibilities  of  the  machine.  Much 
of  the  natural  economy  of  these  elevators  is  often  lost 
through  lack  of  training  and  judgment  in  their  use. 

For  miscellaneous  freight  the  apron  should  be  made  up 
of  a  combination  of  two  or  more  types  to  suit  the  main 
packages  to  be  handled.  This  has  usually  been  done  by 
providing  a  double  width  carrier,  with  straight  and  drop 
axles  on  one  side,  and  with  slats  on  the  other.  The  adjust 
able  boom  should  be  thoroughly  braced  and  trussed.  The 
connection  of  the  boom  to  the  main  frame  is  naturally  a 
point  of  high  strain.  One  of  the  most  important  points  of 
design  is  to  secure  the  proper  balance  with  the  outer  end 
of  boom  fully  loaded. 

Barge  and  Boat  Loaders  and  Unloaders 
Miscellaneous  Packages 

The  portable,  adjustable  apron  elevator  is  particularly 
adapted  to  meet  the  continually  changing  levels  of  tide 
water,  river,  canal  and  lake  barges  or  boats.  The  adjustable 
loading  or  discharging  end  follows  the  rise  and  fall  of  the 


360 


CONVEYORS  AND  ELEVATORS  FOR  PACKED  MATERIAL 


barge  so  closely  as  to  eliminate  practically  all  manual  lift 
ing.  In  covered  or  hold  boats  or  barges  the  carrier  operates 
through  the  side  or  deck  hatch,  often  working  in  conjunc 
tion  with  a  portable  conveyor  in  the  boat  or  on  the  dock. 
Whether,  in  loading  or  unloading,  this  machine  handles 
packages  of  practically  any  size  or  weight  which  can  be 
manually  loaded,  and  with  a  speed  and  capacity  not  equaled 
by  any  other  means  of  handling. 

For  handling  bags,  bales,  or  bundles  the  straight  axle  type 
carrier  is  usual,  but  for  miscellaneous  packages  either  wood 
slats  with  cleats,  or  a  combination  of  slats  with  straight 


to  turn  backward  under  the  load.  The  successful  opera 
tion  and  the  length  of  useful  life  of  the  machine  depends 
in  a  great  measure  upon  the  security  of  attachment  of 
the  apron  slats  to  the  chain  and  to  the  end  rollers.  The 


Delivering   from   Barge   to   Wharf 

and  drop  axles  is  better.  Speeds  of  from  50  ft.  to  80  ft. 
per  min.  are  most  common,  with  capacities  of  as  high  as 
\l/2  tons  per  minute.  Since  the  machine  is  usually  moved 
over  rough  surfaces,  steel  wheels  of  from  12  in.  to  18  in. 
diameter  are  preferable  to  casters.  Easy  portability  is  se 
cured  with  the  heavier  machines  by  mounting  them  on 
flanged  wheels  running  on  light  rai's,  placed  parallel  to  the 
dock  wall  and  flush  with  the  pavement  These  heavier 
machines  should  be  power-propelled.  Because  it  stands  out 
of  doors  most  of  the  time  the  entire  machi  le  should  be 
kept  covered  with  a  tarpaulin  when  idle.  While  such  equip 
ment  requires  little  attention,  much  better  results  are  ob 
tained  by  having  some  one  man  responsible  for  the  large 
machines  and  thoroughly  instructed  in  their  use,  particu 
larly  in  adjustments  and  changes  of  position. 

Warehousing 
Boxes — Cartons — Cases 

The  application  of  the  high  type  wood  apron  slats  with 
end  rollers  to  the  portable  elevator  has  produced  a  carrier 
particularly  suited  to  handling  boxes  of  miscellaneous  size 
and  weight.  With  proper  angle  cleats  on  the  slats  boxes 
can  be  piled  at  angles  as  high  as  SO  deg.  Because  the 
carrying  surface  of  the  apron  is  higher  than  the  rollers 
and  frame-angle,  packages  much  wider  than  the  machine 
are  handled  almost  as  easily  as  the  narrower  ones.  The 
piler  is  also  useful  in  breaking  down  piles,  although  at  the 
higher  inclines  there  is  apt  to  be  a  greater  difficulty  in 
loading  the  packages  unless  the  carrier  is  run  at  low  speeds. 

It  is  preferable  that  the  angle  cleats  on  such  a  carrier 
have  a  back  extension  over  the  slat  behind,  since  at  the 
higher  piling  angles  this  reduces  the  tendency  of  the  cleat 


High  Type  Apron  for  Boxes 

loading  point  of  the  piler  for  practically  all  commodities, 
except  in  special  cases,  should  be  as  near  the  floor  as  the 
proper  clearance  of  apron  and  cleats  in  passing  around  the 
lower  sprockets  will  permit.  This  is  to  avoid  manual  lift 
ing  of  heavy  packages.  In  the  illustration  is  shown  a  con 
venient  place  for  locating  the  adjusting  cable  drum,  where 
the  boom  is  raised  or  lowered  by  hand  crank.  Except  on 
the  smaller  machines  this  drum  should  be  power  driven 
from  the  motor  on  the  machine. 

Storage 

Piling  Miscellaneous  Packages 

The  tremendous  amount  of  space  wasted  in  most  ware 
houses,  resulting  from  the  prohibitive  cost  of  manual  piling 
to  capacity  heights,  accounts  for  the  fast  increasing  use 
of  mechanical  pilers  and  stackers.  As  long  as  these  ma 
chines  were  heavy  and  cumbersome  their  popularity  grew 
slowly,  but  with  the  adoption  of  the  policy  of  making  such 
elevators  as  light  and  easily  portable  as  is  practicable,  came 
a  new  vision  of  their  possibilities.  Mechanical  piling,  even 
in  the  rare  cases  where  it  does  not  actually  eliminate  men, 
so  conserves  their  energies  that  when  one  job  is  finished 
they  are  fresh  for  the  next  work  at  hand. 

The  successful  operation  of  these  pilers  applies  to  pack 
ages  of  all  reasonable  sizes,  shapes,  and  weights,  and  to 
every  industry  handling  goods  in  packed  form.  Because 
they  are  reversible  in  motion  these  machines  are  equally 
useful  in  breaking  down  piles.  In  handling  fragile  packages 
the  breakage  is  far  less  with  mechanical  piling  than  with 
the  hand-to-hand  passing  of  manual  stacking.  It  is  not 
necessary  that  the  piler  stand  across  the  aisle  in  operating, 
for  it  is  thoroughly  efficient,  working  alongside  the  pile. 

The  drop  axle  shown  is  best  for  handling  cylindrical  pack 
ages.  The  occasional  straight  axle  presents  the  package  slid 
ing  at  high  angles.  This  is  a  very  strong  construction.  Be 
cause  of  the  large  wheels  on  the  ends  of  the  axles  less 


APRON   ELEVATORS 


361 


driving  power  is  required  than  with  plain  or  standard  roller 
chain.  In  general,  the  actual  piling  height  of  the  machine 
should  not  be  quite  as  high  as  the  desired  pile,  for  it  is 
better  to  secure  the  greater  portability  of  the  smaller  ma- 


Drop   Axle    Carrier   for   Special   Packages 

chine,  having  the  man  on  the  pile  place  the  last  tier. 
Machines  for  handling  packages  up  to  about  200  11).  in 
weight  may  well  be  propelled  from  place  to  place  by  hand, 
but  the  heavier  machines  for  piling  over  about  20  ft.  should 
be  self-propelled.  For  light  machines  speeds  of  from  60  ft. 
to  100  ft.  per  min.  are  usual  for  carrying  a  continuous 
stream  of  packages. 

Sugar 

Bags — Bales 

A  portable  piler  working  at  the  end  of  a  line  of  portable 
sectional   conveyors  makes  a  most  economical  and   flexible 


turning  angles  and  feeding  from  one  conveyor  section  to 
another,  and  from  conveyor  to  piler.  As  the  warehouse 
is  filled,  sections  of  the  conveyor  are  removed  to  shorten 
the  line.  In  loading  out  to  cars,  or  for  distribution,  the 
system  is  equally  useful  working  in  reverse  direction.  The 
elimination  of  manual  labor  by  such  systems  is  very  great. 
\Vhere  conveyor  sections  are  to  be  used  in  connection  with 
the  piler,  for  this  service  the  latter  should  be  provided 
with  sufficient  power  to  drive  the  section  of  conveyor  adja 
cent  to  it.  The  other  sections  are  driven  by  separate 
motors,  several  trailer  sections  being  driven  from  one  power 
section.  While  the  various  transfer  points  shown  are  sat 
isfactory  for  bags  of  sugar,  such  points  are  a  source  of 
operating  trouble  unless  they  are  properly  designed  for  the 
particular  package  or  commodity  to  be  handled.  Boxi •-,. 
for  instance,  can  most  successfully  be  turned  at  the  angles 
by  means  of  gravity  conveyor  or  curves,  and  the  maximum 
piling  angle  at  which  they  may  be  expected  to  transfer  from 
conveyor  to  piler  is  30  deg.  to  40  deg.  For  the  greatest 
economy  of  operation  of  such  systems  the  floors  must  be 
reasonably  regular  and  the  column  spacing  not  too  close. 
For  handling  bags  and  bales  the  straight  axle  carrier  shown 
is  excellent. 

Coffee — Copra — Cork 

Bags — Bales 

The  self-propelling  feature  of  the  portable  piler  has  made 
it  feasible  to  operate  machines  large  enough  to  pile  as  high 
as  40  ft.  This  has  made  such  larger  machines  particularly 
valuable  in  saving  space  by  the  high  piling  of  sugar,  coffee, 
copra,  jute,  cork,  paper  and  many  other  similar  commodities. 


From  Receiving  Platform  to  Top   of  Pile 

combination.     The   packages   travel   from   car,    shipside,   or 
receiving  platforms,  to  the  top  of  the  piler,  automatically 


Combination   Type   Self-propelled   Filer 

It  is  not  uncommon  for  packages  weighing  as  much  as  600 
Ib.  to  800  Ib.  to  be  handled  in  a  continuous  stream.  The 
labor  and  time  saved  by  eliminating  the  usual  string  of  men 
used  in  manual  piling  is  surprisingly  great. 

The  power  for  propelling  as  well  as  for  operating  these 
machines,  as  usually  designed,  is  furnished  by  an  angine  on 
the  piler  or  through  a  cable  attached  to  convenient  elec 
tric  outlets.  The  use  of  the  cable  naturally  limits  the  dis 
tance  the  machine  can  travel  from  one  connection.  Some 
progress  is  being  made  in  the  development  of  storage  bat 
teries  mounted  on  the  machine  to  furnish  power.  The 
double-boom  machine  shown  will  ^tart  piling  nearer  the 
floor  and  reach  further  over  the  pile  than  the  single-boom 


362 


CONVEYORS  AND  ELEVATORS  FOR  PACKED  MATERIAL 


pilcr.     Practically    all    of    these    double-boom    pilers    have 
been  built  with  the  straight  axle  carrier. 

Floor-to-Floor  Elevators 
Bags — Bundles — Bales 

Working  through  convenient  openings  in  the  upper  floor, 
these  portable  elevators  save  many  long  truck  hauls  and 
the  time  of  slow  movement  on  platform  lifts.  The  ease 
with  which  the  machine  may  be  moved  from  one  opening 
to  another  and  with  which  the  height  of  the  boom  may 
be  adjusted,  makes  it  possible  for  one  elevator  to  serve 
an  entire  warehouse  floor.  The  operation  of  such  a  ma 
chine  is  particularly  economical  when  the  lower  end  is 
close  to  the  incoming  or  outgoing  car  door,  and  the  pack 
ages  arc  elevated  or  lowered  through  second  floor  hatches 
conveniently  located  along  the  side  nearest  the  car  siding 
or  truck  platform.  In  a  similar  wav  the  elevator  is  often 
used,  even  on  fairly  narrow  platforms,  with  its  foot  at  or 
near  the  car  door,  and  the  discharge  through  second  or 
third  story  windows.  These  floor-to-floor  machines  are 
very  useful  also  for  piling  on  the  first  floor,  with  the  boom 
lowered. 

The  straight  axle  carrier,  with  end  rollers,  is  well  adapted 
to  the  handling  of  bags,  bales,  bundles,  or  any  other  fairly 
soft  packages  which  hold  their  place  on  the  carrier  by 
"gripping"  the  axles.  Boxes  and  other  hard-surface  pack 
ages  will  slip  on  such  a  carrier  unless  slats  or  cleats  are 
provided.  The  straight  axle  carrier  without  slats  makes 


pulpwood,  paper  and  pulp  laps,  cotton,  and  innumerable 
other  such  commodities  in  open  storage.  It  is  not  uncom 
mon  for  one  machine  to  eliminate  from  6  to  12  men,  in 
addition  to  making  much  easier  work  for  the  others.  By 
piling  high  and  close  to  the  receiving  or  shipping  siding 


Saving  Long  Hauls  by   Direct   Connection 

a  lighter  but  very  durable  machine.  The  use  of  a  sheet 
metal  plate  under  the  axles  stiffens  the  boom  and  prevents 
any  possibility  of  sagging  bags  catching  on  the  cross-braces 
below.  The  construction  of  side  trusses  with  angles  only 
large  enough  for  the  wheels  to  "track"  properly  forms  a 
light  but  very  strong  carrier  frame. 

Out-of-Door  Piling 

Bales— Bags— Boxes 

The  combination  of  stability  and  easy  portability  of  the 
piler  mounted  on  a  standard  wagon  frame  or  special  steel 
truck  makes  it  a  great  labor  saver  in  piling  bales  of  hay, 


A   Type   of   Portable  Filer 

much  ground  space  and  trucking  are  saved.  With  such 
high  piles  the  upper  tiers  are  placed  with  practically  as 
little  labor  as  the  lowest.  Such  elevators  may  readily  be 
dismounted  and  used  for  inside  service  on  the  ordinary 
caster  supports. 

The  straight  axle  carrier  is  best  for  handling  bales  and 
bags,  with  axle  spacing  of  about  10  in.,  running  at  a  speed 
of  from  70  ft.  to  90  ft.  per  min.,  and  with  a  capacity  of 
about  a  ton  per  minute.  In  out-of-door  work  over  large 
areas  gas  engine  drives  are  customary,  although  other 
forms  of  engines  and  motors,  where  power  is  available, 
are  used.  The  supporting  truck  should  have  a  light  steel 
frame  thoroughly  braced.  Many  machines  for  this  service 
have  been  made  larger  than  was  necessary,  with  the  result 
that  much  of  the  advantage  to  be  gained  by  portability  has 
been  lost. 

High  piling  machines  should  never  be  moved  over  rough 
ground  without  having  the  boom  lowered.  If  left  outside 
regularly  they  should  be  covered  with  tarpaulins  for  protec 
tion  from  the  weather. 

Truck  Loading 

Miscellaneous    Packages 

The  increasing  size  of  motor  trucks,  with  the  corre 
spondingly  large  investment  represented — demanding  greater 
speed  and  economy  of  loading— has  caused  the  rapid  recent 
developments  in  portable  truck  loaders.  Either  in  loading, 
or  operating  in  the  reverse  direction  in  unloading,  such  a 
machine  is  naturally  most  useful  when  the  truck  body  is 
above  the  level  of  the  ground  or  loading  platform.  The 
fact  that  on  a  fairly  smooth  surface  the  machine  may  easily 
be  moved  from  one  truck  to  another  by  one  man  is  one  of 
its  big  advantages.  Receiving  its  load  direct  from 
hand  trucks  or  conveyor,  the  loader  saves  practically  all 
the  labor  of  lifting.  Because  it  is  adjustable  as  to  height 
of  discharge  it  delivers  packages  to  the  different  tiers  as 
the  truck  or  car  is  loaded.  A  projecting  curve  is  often 
used  at  the  delivery  end,  reaching  further  over  into  the 
truck.  This  machine  is  particularly  useful  on  docks, 


APRON    CONVEYORS 


363 


wharves,  or  in  warehouses  and  industrial  plants  where 
loading  is  done  from  the  ground.  When  not  serving  as  a 
loader  it  is  equally  useful  for  the  piling  of  commodities  in 
storage.  Because  of  its  compact  size  it  can  be  moved  from 
floor  to  floor  without  much  trouble  on  the  average  platform 
elevator. 

For  handling  drums  or  barrels  a  carrier  of  from  J4  in 
to  1J4  in-  drop  axles,  with  end  rollers  running  on  the 
horizontal  legs  of  the  side-truss  angles,  makes  a  rugged 


Truck    Loading    Made    Easy 

construction  and  forms  a  natural  cradle  for  such  cylindrical 
packages.  This  carrier  will  also  elevate  bags,  bales,  or 
cases,  although  not  so  well  as  a  carrier  composed  of  heavy 
wood  slats  with  cleats.  For  heavy  cases  or  drums  speeds 
of  from  30  ft.  to  50  ft.  per  min.  are  usual,  with  maximum 
capacities  of  about  one  ton  per  minute.  When  such  a  ma 
chine  is  to  be  moved  over  rough  surfaces  out  of  doors  12 
in.  to  18  in.  wheels  at  one  end  are  preferable  to  the  usual 
steel  casters.  A  short  section  of  gravity  conveyor  on  long 
trucks  aids  materially  in  moving  cases,  boxes,  etc.,  from 
the  discharge  end  of  the  conveyor  to  the  front  end  of  the 
truck.  Considerable  manual  handling  can  likewise  be  saved 
through  loading  over  the  side  of  the  truck  where  it  is  con 
venient.  For  the  usual  car  or  truck  loading  operations  a 
discharge  height  of  8  ft.  is  satisfactory  and  is  the  usual 
maximum. 

Flour — Feed — Seeds — Grain 

Miscellaneous  Commodities 

As  the  stationary  conveyor  has  found  a  wide  application 
through  its  ability  to  eliminate  long  truck  hauls,  so  the 
portable  sectional  carrier  adapts  itself  to  similar  economy 
in  conditions  requiring  greater  flexibility  of  operation. 


These  carriers  serve  the  triple  purpose  of  conveying  from 
the  barge  to  wharf  shed,  from  this  temporary  storage  to 
the  cars,  or  direct  from  the  barge  to  the  cars.  Since  it  is 
thoroughly  practical  to  make  right  angle,  or  other  turns, 
commodities  may  be  conveyed  to  either  end  of  the  shed. 
The  necessity  for  the  derrick  at  the  right  may  usually  be 
avoided  by  providing  a  portable  adjustable  elevator  con 
veyor  which  will  do  piling  in  the  warehouse  as  well  as  the 
car  loading  shown. 

Sections  of  from  10  ft.  to  25  ft.  in  length  are  most  com 
mon  for  small  warehouses  with  posts.  Longer  sections  are 
somewhat  more  efficient  where  feasible,  but  are  harder  to 
handle  in  warehouses  where  the  posts  are  closely  spaced. 
These  conveyors  are  made  with  both  the  overhead  power 
frame  shown,  and  with  power  units  under  the  conveyor. 
The  latter  is  preferable,  except  for  special  conditions.  This 
chain-and-axle  type  carrier  is  well  adapted  for  outdoor 
service.  However,  when  it  is  not  to  be  used  for  long 
periods  provision  should  be  made  for  either  moving  the 
machine  inside  or  keeping  it  covered  to  protect  it  from  the 
weather. 

Car  Loading 

Boxes 

The  illustration  shows  a  very  interesting  application  of 
the  stationary  type  apron  conveyor  to  car  loading.  This 
machine  serves  both  as  lowerer  and  conveyor,  in  that  the 
boxes  are  brought  from  the  floor  above.  They  are  di 
verted  automatically  to  portable  loading  sections  of  gravity 
conveyor  at  any  desired  car  door.  Where  it  is  not  advis 
able  to  obstruct  doorways  these  platform  conveyors  are 
suspended  from  above  at  a  height  sufficient  to  provide 
passage  underneath.  One  of  the  most  economical  installa 
tions  of  such  car-loading  conveyors  consists  of  a  long  con 
veyor,  as  shown,  to  which  the  packages  are  fed  through 
the  windows  by  short  portable  sections  of  gravity  conveyor 
from  storage  piles  inside.  While  the  conveyor  is  occasion 
ally  placed  in  the  floor  of  the  platform  at  the  outer  edge, 
such  a  position,  although  it  keeps  the  platform  clearer, 
necessitates  more  lifting  at  the  car  door.  Also  when  in 
stalled  in  the  position  shown  it  is  an  easy  matter  to  increase 
the  operating  limits  of  such  a  layout  by  extending  the  sec 
tions  of  portable  gravity  conveyor  through  the  cars  stand 
ing  on  the  track  adjacent  to  the  platform  into  other  cars 
placed  on  adjoining  track. 

Although  both  steel  and  wood  slats  are  commonly  used, 
if  the  boxes  are  metal  bound  or  have  other  projections  such 
as  nail  heads,  rounded  edge  steel  slats  make  the  diverting 
of  the  packages  more  successful.  The  diverter  should  be 


Saving   the    Long    Haul 


364 


CONVEYORS  AND  ELEVATORS  FOR  PACKED  MATERIAL 


as  light  and  easy  of  adjustment  as  the  work  required  will 
permit.     The  continuous  angle  shown,  with  holes  for  lock- 


Automatic    Discharge   to    Any   Car   Door 

ing  the  inner  end  of  the  portable  gravity  section  to  it,  keeps 
the  gravity  section  in  position  as  the  boxes  are  fed  onto 
it  from  the  apron  conveyor.  Similarly,  the  line  of  steel 
rollers  at  the  side  facilitates  the  side  discharge. 

Fertilizers 

Bags 

As  production  organizers,  apron  conveyors  have  been  suc 
cessfully  applied  not  only  to  continuous  assembly  of  ma 
chines,  but  also  to  some  of  the  simplest  production  opera 
tions.  The  sewing  of  bags  on  slowly  moving  aprons,  which 


A  Work  Organizer  as  Well  as  a  Conveyor 

at  the  same  time  are  carrying  the  bags  to  storage,  speeds  up 
surprisingly  the  output  per  hour.  By  proper  layout  of  the 
storage  system  these  same  conveyors  serve  to  carry  the  re 
serve  storage  stock  to  shipping  platforms.  Portable  apron 
pilers,  which  elevate  the  bags  from  these  main  conveyors  to 
the  temporary  storage  piles  alongside,  and  later  return  them 
in  loading  out,  add  materially  to  the  labor  saving  of  such  a 
system. 

Wood  frames  are  often  used  for  this  service,  with  steel 


strips  as  chain  guides.  The  tendency,  however,  is  toward 
steel  frames.  Wood  slats  attached  to  roller  chain  form  a 
very  good  apron.  Low  speeds  are  customary,  the  speed 
being  set  to  suit  the  time  required  for  each  operation.  Un 
less  these  operations  have  been  very  highly  organized  pre 
viously  the  speed  of  the  conveyor  can  be  set  higher  than 
would  seem  feasible,  for  the  speed  of  the  operation  will 
almost  invariably  be  increased  with  the  use  of  the  conveyor. 
It  is  not  always  convenient  to  install  these  conveyors  in  the 
floor,  but  this  position  is  usually  most  economical,  where 
possible.  Such  a  position  allows  more  freedom  of  move 
ment  about  the  machines. 

Chemicals 
Bags 

In  the  warehousing  of  many  commodities,  particularly  in 
connection  with  manufacturing  plant?,  a  large  part  of  the 
tonnage  handled  can  be  placed  in  temporary  storage  close 
alongside  lines  of  conveyors.  These  conveyors  later  carry 
it  direct  to  cars  or  ships.  This  conserves,  to  a  great  ex 
tent,  the  labor  of  trucking  over  large  areas.  Where  heavy 


Combined  Conveyor  and   Elevator 

packages  are  handled  such  a  conveyor  should  be  kept  as 
near  to  the  floor  as  possible  for  ease  of  loading,  and  is  par 
ticularly  economical  if  built  in  the  floor.  One  of  the  most 
economical  of  layouts  consists  of  a  long  warehouse,  con 
nected  at  one  end  with  packing  room  and  at  the  other  with 
shipping  platform  or  wharf,  with  an  apron  conveyor  run 
ning  down  the  center.  As  combination  elevators  and  con 
veyors  these  carriers  serve  a  double  purpose,  and  are  not 
restricted  by  obstructions  or  varying  elevations  in  floor 
levels. 

Steel  frames  of  four  angles,  as  shown,  with  no  bracing 
other  than  the  vertical  floor  supports  are  good  for  this 
service.  Wood  slats  are  usual  in  this  work.  If  the  carrier 
is  to  serve  the  double  purpose  of  both  elevator  and  con 
veyor,  as  shown,  and  if  the  angle  of  incline  is  such  that  the 
packages  tend  to  slide  or  roll  back,  low  cleats  of  wood  or 
angle  iron  are  advisable.  For  handling  loose  bags  top  chain 
guards  are  advisable.  If  very  abrasive  material  is  to  be 
conveyed  these  top  guards  are  often  extended  several  inches 
over  the  end  of  the  slat  better  to  protect  the  chain.  Since 
it  is  not  to  be  expected  that  packages  will  be  loaded  in  the 
center  of  such  a  conveyor  there  should  be  no  projection  of 


APRON  CONVEYORS 


frame  or  other  parts  which  would  interfere  with  the  occa 
sional  bag  which  overhangs  the  apron. 

River  Freight 

Miscellaneous  Commodities 

Many  barge  and  boat   loading  operations  are   conducted 

under  such  continually  changing  conditions  of  water  level 

that  it  is  essential  that  any  equipment  used  be  easily  port- 


visable.  Such  a  system  is  equally  useful  for  the  reverse 
operation  of  unloading  from  cars  to  storage  or  to  manu 
facturing  buildings. 

An  excellent  apron  for  handling  miscellaneous  packages 
consists  of  wood  slats  securely  attached  to  roller  chain 
running  on  the  horizontal  legs  of  the  side  truss  angles. 
Slats  of  approximately  1  in.  in  thickness  are  usual,  and 
for  portable  conveyors  are  better  than  the  very  heavy  slats 
often  used.  So  much  of  the  economy  of  use  of  portable 


The  Solution  of  a  Difficult  Problem 


able.  The  sectional  power  conveyor  not  only  meets  this  re 
quirement,  but  provides  the  most  economical  method  of 
performing  such  work  as  is  shown  in  the  photograph.  As 
the  water  level  raises  the  lower  sections  are  removed.  The 
reversible  feature  of  this  equipment  makes  it  equally  serv 
iceable  in  either  direction,  packages  traveling  in  a  steady 
stream  between  boats  or  barges  and  warehouses  or  cars  a: 
the  upper  end.  More  actual  labor,  however,  is  conserved  in 
unloading  the  boats.  In  such  service  the  saving  of  the 
time  of  the  boat  is  often  equally  as  important  as  the  actual 
saving  of  labor. 

For  this  work  light  sections  of  from  15  ft.  to  30  ft.  in 
length  are  usual,  several  trailer  sections  being  driven  from 
one  power  section.  For  bags  or  bales  a  double  strand  of 
light  detachable  link  chain  propelling  plain  steel  axles  with 
end  rollers  forms  a  very  light  but  sturdy  carrier.  Light 
weight  is  particularly  essential  for  a  portable  conveyor 
working  under  such  conditions,  for  not  even  the  usual 
casters  or  wheels  are  of  much  advantage.  In  moving  the 
sections  a  line  of  skid  boards  saves  much  manual  lifting 
and  handling.  Permanent  supports  are  better,  but  since 
they  are  seldom  practicable,  two  short  timbers  bedded  in 
the  river  bank  form  a  satisfactory  platform. 

Car  Loading 
Pails — Tubs — Cases 

A  common  use  of  the  portable  conveyor  is  in  the  transfer 
of  packages  from  continuous  elevators  or  lowerers  to  va 
rious  cars  on  the  siding.  With  most  types  of  packages  this 
transfer  from  elevator  to  conveyor  is  easily  made  automatic, 
the  package  traveling  continuously  from  the  original  load 
ing  point  in  basement  or  upper  floor  to  the  car  door. 
Where  more  than  three  cars  are  to  be  loaded  several  port 
able  sections  placed  in  succession  on  the  platform  are  ad- 


power  conveyors  depends  on  lightness  of  design  and  sim 
plicity  of  set-up  that  these  points  are  vital  to  the  success 
of  such  equipment.  While  there  have  been  exceptions  to 


Delivering   to   Any   Car   Door 

the  rule,  most  of  these  machines  have  been  heavier  than  was 
necessary.  The  really  important  idea  of  "maximum  use  of 
the  machine"  has  unfortunately  been  submerged  in  a  de 
sire  to  make  the  equipment  as  heavy  as  the  stationary  type, 
where  weight  is  a  subordinate  factor. 

Refining 
Barrels — Cartons — Boxes — Bags 

\\  ith  aprons  of  special  design  even  the  most  irregular 
of  packages  arc  handled  without  side  guards.  This  makes 
for  easier  loading  or  unloading  at  any  point  along  the  con- 


366 


CONVEYORS  AND  ELEVATORS  FOR  PACKED  MATERIAL 


veyor.  For  the  same  reason  it  is  usually  advantageous  to 
keep  the  carrying  surface  of  such  equipment  even  nearer 
the  floor  than  shown  in  the  photograph.  Where  such  heavy 
packages  arc  to  he  loaded  down  curves  are  advisable,  as 
at  the  end  of  this  conveyor.  Similarly,  other  low  loading 
points  are  easily  provided  at  desired  points  along  the  floor. 
Passages  or  other  obstructions  also  are  cleared  by  such 
curves.  If  necessary  to  keep  the  entire  floor  clear  and  if 
the  conveyor  cannot  conveniently  be  built  into  the  floor, 
it  is  a  simple  matter  to  suspend  the  entire  line  from  the 
ceiling,  with  down  curves  to  the  various  loading  points 
near  the  floor. 

The   standard  cradle  slat  shown   is  usual  for  barrels   or 
drums.     If   the    conveyor   runs   up    such    inclines   that    the 


are  somewhat  more  satisfactory  because  of  the  sliding  of 
the  slats  under  the  package  as  it  is  being  diverted.  This 
is  particularly  true  where  the  general  run  of  object;  han- 


Uown    Curves   for   Easy    Loading 

package  tends  to  slide  back  an  occasional  cleat  or  straight 
slat  should  be  used.  Special  aprons  of  this  type  are  usually 
made  of  wood  slats.  A  steel  loading  plate,  properly  placed, 
makes  easier  loading.  The  advantage  of  the  steel  frame  is 
rather  evident  in  this  installation.  Because  of  the  heavy 
weights  of  the  packages  usually  handled,  low  speeds  of 
from  40  ft.  to  50  ft.  per  min.  are  generally  fully  sufficient 
for  the  required  capacity,  and  the  low-speed  apron  is  more 
satisfactory  from  an  operating  standpoint. 

Canning  and  Packing 
Cases — Cartons — Boxes — Baskets 

The  long  apron  conveyor  from  packing  to  storage  room, 
with  adjustable  diverters  or  plows  to  discharge  the  boxes 
at  any  desired  point,  has  a  very  direct  application  to  the 
heavy  tonnage  and  short  working  season  of  the  canning 
and  packing  industries.  Most  of  these  conveyors  serve 
a  double  purpose  in  that  they  are  equally  useful  in  loading 
and  unloading  cars  and  in  manufacturing  operations.  Work 
ing  in  combinations  as  both  conveyor  and  inclined  elevator 
this  machine  is  in  no  way  limited  by  variations  in  floor 
levels.  In  fact,  in  plants  where  difficult  layout  conditions 
exist  the  apron  conveyor  not  only  eliminates  long  truck 
hauls  and  the  corresponding  back  hauls  of  empty  trucks, 
but  avoids  much  of  the  confusion  and  aimless  "wandering" 
so  common  to  plants  with  successive  departments  located  in 
different  buildings. 

Wood  slats  are  usual  for  general  canning  plant  service. 
Where  packages  are  to  be  automatically  diverted,  as  shown, 


Adjustable  Diverter  for  Side  Discharge 

died  is  of  a  very  heavy  or  abrasive  nature.  Similarly,  a 
sheet  steel  diverter  offers  less  sliding  friction  to  such  pack 
ages,  although  the  wood  diverter  is  commonly  used  with 
satisfaction.  The  diverter  may  be  hinged  at  the  side  or 
may  slide  up  and  down  on  rods.  The  latter  type  is  rather 
more  positive  and  easier  of  control.  Because  of  the  ten 
dency  to  the  slats  to  twist  backward  in  sliding  under  the 
boxes,  special  care  should  be  take:i  to  have  them  securely 
attached  to  the  chain,  preferably  with  two  bolts.  Plow 
diverters  arc  usually  set  at  angles  of  from  20  deg.  to  30 
cleg,  with  the  center  line  of  the  conveyor. 

Bottling — Dairy  Plants 
Cases — Trays — Bottles 

The  photograph  shows  a  very  complete  system  of  slat 
conveyors  serving  a  long  line  of  machines.  Xot  only  are 
the  individual  pieces  handled  automatically,  but  both  empty 
and  filled  cases  and  trays  are  conveyed  from  point  to  point 


Diverting   to   Cross   Conveyors 

with  a  minimum  of  labor  and  confusion.  The  bottles  as 
they  leave  the  machines  are  made,  by  means  of  curved 
diverters,  to  travel  smoothly  from  the  main  conveyor  to 


side  lines  at   right  angles.     By  placing  the  main  conveyor 
however,    steel    slats    with    rounded    or    overlapping   edges      at  a  convenient  height   for  the  machines  and   for   packing 


APRON   CONVEYORS 


367 


with  the  secondary  lines  either  placed  in  the  floor  or  hung 
from  overhead,  there  is  ample  space  for  each  unit.  Only 
such  emergency  aisles  as  are  necessary  for  the  passage  of 
men  and  trucks  are  provided,  but  with  such  a  system  of 
positive  handling  there  should  be  no  necessity  for  irregular 
moving  about.  Arranged  in  less  elaborate  systems,  such 
layouts  have  been  successful  in  many  modern  dairy  plants. 
For  diverting  bottles  from  one  apron  conveyor  to  another 
the  apron  should  be  of  unusually  smooth  surface  with  close- 
fitting  slats.  It  is  essential  that  the  curve  of  the  dim-tri 
be  smooth,  and  of  such  shape  as  to  divert  the  objects  onto 
the  cross  conveyor  with  the  least  friction.  A  smooth  plate 
connecting  the  edge  of  the  main  conveyor  and  the  apron  of 
the  cross  conveyor— over  the  end  sprocket — is  necessary. 
For  the  larger  conveyors  shown  steel  slats  with  roller  -hain 
are  usual,  while  steel  or  malleable  slats  with  single  strand 
detachable  chain  are  satisfactory  for  the  narrower  con 
veyors. 

Marine  Freight  Handling 
Heavy  Freight 

liccause  of  its  versatility  and  its  ready  adjustment  to  any 
water  or  deck  level,  the  heavy-duty  apron  conveyor  is  well 
adapted  to  the  handling  of  an  extreme  range  of  sizes  and 
weights  of  packages.  The  long  sections  shown  serve  the 
double  purpose  of  both  elevating  or  lowering  as  well  as  con 
veying.  They  are  most  useful  in  meeting  the  conditions 


machine  that  it  can  be  easily  handled.  These  machines 
approach  closely  the  character  of  the  adjustable  ramp 
elevator  conveyor,  but  are  more  flexible  in  that  they  are 


Rapid   Loading  from   Wharf  to  Ship 

of  high  rise  and   fall  of  water  level  incident  to  river  and 
certain  tidewater  ports. 

A  combination  of  flat  and  concave  apron  is  good  for 
such  miscellaneous  service  In  this  way  a  natural  cradle  is 
formed  for  cylindrical  packages.  Where  there  is  any  possi 
bility  of  the  machine  operating  at  inclines  higher  than  about 
15  deg.,  occasional  cleats  should  be  provided  to  control  the 
packages.  Except  in  the  longest  and  heaviest  types  of  ma 
chines  a  frame  of  four  angles  forming  two  thoroughly 
braced  side  trusses  is  satisfactory.  A  light  steel  tower 
at  the  wharf  provides  the  necessary  support  for  the  over 
head  raising  and  lowering  mechanism.  It  is  generally  con 
venient  to  have  the  outer  end  of  the  conveyor  rest  on  the 
deck  of  the  vessel,  thus  following  the  latter  in  its  up  and 
down  movement. 

Ship  Loading 
Miscellaneous  Freight  and  Baggage 

The  heavy  type  portable  apron  conveyor  is  used  in  ship 
loading  mainly   where   it   is   convenient   to   so   support   the 


Heavy    Duty    Portable   Ship    Loader 

portable  from  place  to  place  on  the  pier.  Working  from 
lower  or  upper  decks  of  piers,  such  a  conveyor  forms  the 
most  direct  connection  between  the  pier  and  the  changing 
level  of  the  boat.  The  handling  of  both  general  freight  and 
baggage  is  thus  speeded  up  with  the  saving,  not  only  of 
labor,  but  of  the  time  of  the  vessel. 

With  the  usual  pier  construction  the  conveyor  can  best 
be  suspended  from  a  bail  attached  to  the  frame  at  a  con 
venient  point  with  a  hoisting  cable  or  chain  running  through 
a  pulley  secured  to  the  pier  above.  Such  conveyors  are 
occasionally  handled  by  the  ship's  hoist.  Frames  of  four 
steel  angles,  forming  two  thoroughly  braced  side  trusses, 
and  with  stiff  lateral  bracing,  are  satisfactory.  Wood  slats 
with  heavy  duty  roller  chain  make  a  good  apron.  Side 
guards  are  advisable,  unless  there  is  a  possibility  of  han 
dling  packages  wider  than  the  conveyor.  The  large  steel 
wheels  at  the  center,  with  small  casters  at  the  end,  as 
shown,  provide  a  mounting  which  makes  for  easy  porta 
bility. 

Storage 

Bags 

The  development  of  the  automatic  transfer  of  packages 
from   one   section  to  another  has   been   largely   responsible 


Automatic    Right    Angle    Discharge 

for  the  increasing  use  of  portable  conveyors.     Where  right 
or   other   angle  turns  are   necessary   adjustable   stands   for 


ol  ,S 


CONVEYORS  AND  ELEVATORS  FOR  PACKED  MATERIAL 


bags,  or  bales,  or  gravity  roller  curves  for  boxes,  eliminate 
manual  handling  at  such  points.  Direct  transfer  in  a 
straight  line  from  one  section  to  another,  or  from  conveyor 
to  portable  elevator,  as  shown  at  the  right,  is  even  a  simpler 
matter.  Such  operating  improvements  as  these,  with  in 
creasing  knowledge  of  how  and  when  to  use  the  equipment, 
have  materially  broadened  the  field  of  economic  applica 
tion  of  these  sectional  carrier  systems. 

The  overhead  power  frame  shown  at  the  far  end  i  as 
been  commonly  accepted  as  standard,  but  this  type  frame 
is  gradually  giving  way  to  the  more  compact  under-slung 
driving  mechanism.  Where  the  motor  and  reducing  gear 
ing  is  built  under  the  frame  the  top  of  the  conveyor  is 
clear,  and  larger  packages  can  1  e  handled.  The  straight 
axle  carrier  shown,  with  large  end  rollers  and  light  de 
tachable  chain,  is  best  for  handling  bags,  bales,  or  bundles, 
largely  because  it  makes  for  a  lighter  and  more  read  1- 
portable  machine  than  the  apron  type.  The  smooth  steel 
plate  under  the  axles  serves  the  double  purpose  of  tying 
together  the  two  side  trusses  and  insuring  the  smoother 
travel  of  loosely  packed  bags. 

Textile  Plants — Paper  Making 

Heavy  Bales — Packing  Cases 

The  apron  conveyor,  so  built  into  the  floor  that  the  sur 
face  of  the  apron  is  flush  with  the  floor  level,  has  the 
double  advantage  of  being  easily  loaded  and  of  offering  a 
minimum  of  obstruction  to  traffic.  Men  and  trucks  pass 
freely  across  the  slow-moving  apron  at  any  point.  Such 


Easy   Loading  for  Heavy  Packages 

conveyors  arc  particularly  economical  in  long  storage  build 
ings  where  the  flow  of  goods  is  lengthwise.  These  con 
veyors  are  reversible  and  handle  trucks  and  large  gathering 
boxes,  as  well  as  individual  packages,  in  either  direction. 
By  providing  direct  continuous  connection  between  success 
ive  buildings  or  departments  in  manufacturing,  in  receiving 
raw  materials — bales  of  cotton,  wool,  paper — or  in  loading 
cars  from  storage  or  packing  rooms,  this  conveyor  con 
serves  manual  handling. 

A  heavy  wood  apron  is  advisable  for  this  work  with  the 
slats  set  as  close  as  possible  for  the  sake  of  safety,  as  well 
as  to  prevent  floor  refuse  from  falling  between  the  slats. 
Hardwood  slats  with  heavy  duty  roller  chain  arc  usual, 
running  in  a  steel  frame.  The  edge  of  the  floor  opening 
should  be  smooth  and  should  fit  close  to  the  ends  of  the 


slats.  Removable  floor  plates  at  either  side  are  desirable  to 
make  easy  access  to  the  conveyor.  To  guard  against  the 
decided  tendency  to  neglect  equipment  in  such  a  position, 
there  should  be  a  regular  schedule  of  cleaning  and  oiling. 

Metal  Products 

Continuous  Assembly 

One  of  the  most  successful  developments  in  recent  years 
in  the  use  of  apron  conveyors  has  been  in  the  continuous 
assembly  and  inspection  of  machines  and  other  metal  prod- 


A   Production    Organizer 

nets.  While  the  larger  pieces  occasionally  require  special 
carriages  or  aprons,  the  standard  slat  conveyor  is  well 
adapted  to  the  general  run  of  smaller  objects.  Its  rugged 
construction  permits  fairly  rough  handling,  and  its  con 
tinuous  platform  allows  pieces  to  be  moved  about  as  neces 
sary.  The  slow  but  certain  movement  of  the  work  in 
process  on  the  apron  lias  an  organizing  influence  on  pro 
duction  which  insures  the  success  of  this  method,  not  only 
in  mass  production,  but  in  plants  of  comparatively  small 
output  as  well.  Usually  this  indirect  economic  effect  of 
speeding  up  production  is  even  greater  than  the  actual  labor 
saving  of  conveying  from  one  operation  to  another. 

A  carrier  of  close-set  hardwood  s!ats,  securely  attached 
to  roller  chain  running  in  the  side  angles  forming  the 
frame,  is  satisfactory.  Steel  slats  are  also  much  used,  par 
ticularly  where  the  service  is  apt  to  be  unusually  severe. 
Special  attention  should  be  given  to  designing  the  equip 
ment  so  that  the  height  of  the  carrier  surface  above  the 
floor  is  that  most  convenient  for  the  workmen.  This,  of 
course,  depends  entirely  upon  the  size  of  the  piece  in 
process.  Even  at  the  best  height  it  is  often  necessary  that 
certain  men  performing  certain  operations  stand  higher  than 
the  others.  Very  low  speeds  are  usual  on  such  installations, 
depending  on  the  time  required  to  perform  the  individual 
operation.  Convenient  control  points  for  starting  or  stop 
ping  the  conveyor  are  advisable,  particularly  if  it  is  neces 
sary  to  have  intermittent  movement.  The  gear  guards 
shown  are  excellent  examples  of  this  very  necessary  fea 
ture.  Wire  guards,  however,  are  more  commonly  used. 

Warehousing 

The  high-type  apron  of  the  portable  sectional  conveyor 
makes  it  possible  to  handle  packages  much  wider  than  the 
apron  itself.  This  advantage  makes  it  particularly  adaptable 
to  the  carrying  of  miscellaneous  freight.  With  the  power 
and  speed  reducing  mechanism  placed  under  the  conveyor, 


BELT  CONVEYORS  AND   ELEVATORS 


369 


as  shown,  no  obstruction  is  offered  to  even  the  largest  pack 
ages.  The  comparatively  light  weight  of  these  conveyors, 
particularly  of  the  trailer  sections,  anil  the  case  with  which 
cme  section  may  be  connected  to  another,  make  them  eco 
nomical  in  many  places  where  heavy  and  unwieldy  ma 
chinery  would  never  be  used.  By  keeping  the  height  of 
the  apron  close  to  the  floor  packages  an1  easily  loaded  or 
unloaded  at  any  point. 

Wood  slats  with  3  in.  end  rollers,  all  propelled  by  a 
double  strand  of  light  detachable  link  chain,  make  a  very 
light  but  strong  apron  for  this  type  machine.  The  power 
section  shown  drives,  in  either  direction,  from  one  to  four 
trailer  sections  hy  means  of  short  removable  drive  chains, 
covered  by  the  guards.  The  curved  section  shown  has  the 
advantage  of  having  both  ends  of  the  same  height  as  the 
trailer  sections,  so  that  it  is  readily  attached  to  them  at 
either  end.  By  using  internal  or  other  reducing  gears, 
much  of  the  mechanism  shown  is  eliminated,  resulting  in  a 


simpler  and  lighter  construction.     Because  easy  portability 
is  such  an  important  feature,  the  best  casters  made  are  de- 


Driving    Mechanism    Offers    No    Obstruction    to    Packages 

sirable  for  mounting  of  conveyor  sections.    For  service  over 
rough   floors   larger   casters  or   steel   wheels   are  best. 


Belt  Conveyors  and  Elevators 


The  adaptability  of  the  belt  conveyor  and  elevator  to 
package  handling  has  materially  increased  with  the  making 
of  stronger  and  more  lasting  belts.  To  the  natural  advan 
tages  of  this  carrier  have  thus  been  added  the  capacity  for 
handling,  on  the  better  grades  of  belt,  packages  of  such 
weight  and  character  as  have  generally  been  considered  out 
side  the  scope  of  belt  conveying. 

The  smooth  and  noiseless  operation  of  this  equipment, 
its  capacity  for  carrying  packages  in  opposite  directions 
simultaneously,  and  the  ease  with  which  packages  may  be 
diverted  from  the  side  at  any  point,  make  it  adaptable  to 
many  plant  conditions  in  which  no  other  conveyor  would 
be  satisfactory.  It  operates  more  efficiently  at  high  speeds 
than  any  other  continuous  carrier,  and  has  a  correspond 
ingly  large  capacity.  The  continuous  surface  of  the  belt 
adapts  it  to  packages  of  even  the  smallest  size  and  likewise 
prevents  dirt  or  other  foreign  matter  from  falling  through. 
By  running  the  carrying  and  return  belts  close  together 
the  conveyor  may  be  installed  in  a  small  space  and  be  made 
to  pass  through  small  wall  openings.  This  results  in  a 
neat  appearance. 

In  department  stores,  as  well  as  in  mail  order  and  whole 
sale  supply  houses,  the  noiseless  operation,  cleanliness  and 
neat  appearance  of  the  belt  conveyor  are  big  factors  ac 
counting  for  its  extensive  use  in  the  dispatching  of  out 
going  goods.  In  manufacturing  plants,  where  goods  in 
process  are  handled  in  trays  or  tote  boxes,  the  two-way 
capacity  of  this  conveyor  is  used  to  good  advantage  in 
returning  the  empty  containers  on  the  return  side  of  the 
same  belt  on  which  the  filled  containers  are  carried.  The 
facility  with  which  packages  are  automatically  transferred 
from  one  conveyor  to  another  makes  this  type  conveyor 
particularly  adapted  to  the  most  difficult  production  layouts. 
In  plants  where  fragile  products  are  handled,  such  as 
glass  and  china,  the  smooth  travel  of  the  belt  makes  it 
possible  to  handle  packages  which  could  not  be  carried  on 
any  other  conveyor.  In  laundries,  baking,  confectionery 
and  food  plants  and  specialty  manufacturing  where  there 
is  extensive  sorting,  wrapping  and  packing  of  small  pieces 
the  belt  conveyor  serves  as  a  most  efficient  work  table. 

As  an  elevator  the  smooth  travel  of  the  belt,  particularly 
when  designed  with  supporting  rollers  set  close  together, 
makes  it  practicable  to  elevate  many  packages  and  at  such 
angles  as  would  not  be  feasible  with  other  inclined  ele 
vators.  With  the  best  grades  of  belt  it  is  practicable  to  se 


curely  attach  to  the  belt  cleats  or  arms  of  such  height  and 
rigidity  as  to  carry  fairly  heavy  packages  up  inclines  almost 
vertical.  The  use  of  the  belt  elevator  has  been  much  extend 
ed  in  lecent  years  through  the  employment  of  stronger  belts 
and  improvements  in  automatic  loading  and  control.  As 
a  lowerer  this  machine  has  a  limited  but  very  useful  appli 
cation  at  inclines  up  to  about  25  deg.,  particularly  in  its 
two-way  capacity  of  returning  empty  boxes  which  have 
previously  been  elevated  on  the  opposite  run  of  the  same 
belt. 

The  light  weight  of  the  portable  belt  conveyor  has  been 
the  chief  reason  for  the  tremendous  development  of  these 
machines  within  the  past  few  years.  The  ease  of  movement 
from  place  to  place  more  than  offsets  the  fact  that  the  belt 
carrier  has  a  shorter  useful  life  than  the  apron  and  chain 
type  of  carrier.  Obviously  it  is  not  so  well  adapted  to  the 
handling  of  heavy  and  miscellaneous  freight  as  the  latter 
conveyor.  However,  the  range  of  usefulness  and  the 
wearing  qualities  of  the  well-constructed  belt  machine  are 
surprising.  As  with  portable  apron  conveyors,  the  efficiency 
of  the  sectional  belt  conveyor  or  piler  depends  to  an  un 
usual  extent  upon  the  intelligent  application  of  the  equip 
ment  to  its  purpose.  The  automatic  transfer  of  packages 
from  one  section  to  another,  and  from  conveyor  section  to 
piler,  reduces  to  a  minimum  the  manual  handling  of  com 
modities  between  cars,  ships,  or  trucks  and  storage.  These 
portable  machines  carry  their  own  motors  or  engines 
within  their  frame,  and  for  this  reason  are  easily  moved 
about  to  meet  changing  operating  conditions. 

As  portable  pilcrs  or  elevators  these  machines  pick  up 
their  loads  almost  from  the  ground  level,  thus  saving  labor 
in  loading.  By  reason  of  the  adjustable  discharge  height 
packages  are  delivered  to  any  level  within  the  maximum 
range  of  the  machine.  These  machines  have  been  built 
with  piling  heights  as  great  at  30  ft.,  although  this  is  rather 
uncommon.  Very  good  advantage  has  been  taken  of  this 
adjustable  discharge  height  in  the  loading  of  ships,  barges, 
or  boats,  where  the  rise  and  fall  of  the  vessel  is  followed  by 
the  carrier  boom.  The  direction  of  travel  of  the  belt  is 
reversible  so  that  the  machine  is  equally  useful  working  in 
either  direction.  As  floor-to-floor  machines  discharging 
through  holes  in  the  upper  floors,  or  through  convenient 
windows,  these  elevators  provide  a  most  direct  route  be 
tween  cars  and  upper  storage  floors  of  the  lower  warehouse 
buildings.  Much  attention  has  been  paid  in  designing  thp«r 


370 


CONVEYORS  AND  ELEVATORS  FOR  PACKED  MATERIAL 


machines  to  securing  compactness,  with  the  result  that  they 
will  operate  in  surprisingly  small  spaces  and  narrow  aisles. 

General  Specifications 

Frame.  For  heavy  duty,  belt  conveyor-elevator 
frames  of  wood  or  of  steel  angles  are  usual.  Steel  frames 
are  stronger,  neater  in  appearance,  and  more  generally  sat 
isfactory  than  the  wood;  they  are  easier  of  erection  and 
more  permanent  in  alignment  than  wood  frames.  Many 
light  duty  belt  conveyors  are  built  without  frames,  the 
idlers  being  carried  on  floor  stands  bolted  to  the  floor. 

Curves  or  Goose  Necks.  Because  of  the  tension  on 
the  belt  it  tends  to  pull  up  and  away  from  the  rollers  at 
the  up-curves.  To  prevent  this,  top  guides  are  advisable. 
For  sharp  up-curves,  steel  or  other  cross-cleats,  riveted  to 
the  belt  and  running  under  narrow  side-guides  at  the 
curve,  hold  the  belt  down  satisfactorily.  In  addition  these 
cleats  serve  the  double  purpose  of  preventing  the  sliding  of 
the  package  on  the  incline.  With  very  stiff  belts  and  a 
curve  of  large  radius,  the  belt  may  be  held  down  merely 
by  passing  the  edges  of  the  belt  itself  under  the  side 
guards.  Another  good  method  of  making  an  upward 
curve,  or  break  in  direction,  of  the  belt  is  to  pass  the  belt 
around  three  idler  pulleys  at  the  start  of  the  incline.  Down 
curves  of  almost  any  angle  are  easily  affected,  since  both 
top  and  bottom  belts  hold  to  their  supporting  idlers  in 
curving  downward. 

Belt.  While  the  choice  of  belt  is  largely  dependent 
on  the  character  of  the  packages  to  be  handled,  atmospheric, 
chemical,  or  other  condition  affecting  the  life,  stretch,  and 
general  operating  efficiency  of  the  belt,  are  equally  im 
portant  factors.  For  light  duty,  plain  cotton  woven  belt 
gives  fair  service  under  dry  and  otherwise  favorable  con 
ditions.  If  such  belts  are  impregnated  with  a  good  pre 
servative  compound,  they  are  usually  more  satisfactory. 
Rubber-covered  fabric  belts  are  better  for  ordinary  service, 
and  have  less  stretch  than  the  woven  belts.  Stitched  can 
vas  belts,  impregnated  with  such  gum  or  other  compounds 
as  will  not  become  stiff  or  crack,  are  best  for  all-round 
service,  particularly  for  long  conveyors,  damp  conditions, 
or  severe  service.  Balata  and  other  special  belts  are  little 
used  for  package  conveying,  mainly  because  their  higher 
cost  is  seldom  warranted  by  the  work  to  be  done.  For 
elevators,  especially  those  running  at  high  inclines  and 
with  high  cleats  or  arms,  belts  should  be  stiffer  and 
.stronger  than  for  corresponding  conveyor  service,  because 
of  the  tendency  of  the  arm  rivets  to  pull  out  under  the 
cantilevered  load  on  the  arms. 

Flexible  steel  belts  have  been  used  to  a  limited  extent  in 
European  countries.  While  requiring  larger  end  drums 
than  the  fabric  belts,  they  have  the  advantage  of  requiring 
fewer  idlers  and  less  driving  power.  Because  of  the  very 
smooth  surface  of  these  belts,  packages  are  easily  diverted 
from  them. 

Idlers  or  Rollers.  Roth  wood  and  steel  idlers  of 
from  2J/2  in.  to  5  in.  diameter  are  commonly  used.  If  of 
wood,  only  straight  grain  hardwood  should  be  used. 
Rollers  may  be  of  either  stud  or  through  shaft  construc 
tion.  The  spacing  of  the  idlers  varies  from  6  in.  for  the 
heavier  freight  service  to  48  in.,  center-to-center,  for  such 
light  duty  as  department  store  parcels.  Light  belts  require 
closer  idler  spacing  than  the  heavier  and  stiffer  belts.  Re 
turn  idlers  are  usually  spaced  from  4  ft.  to  8  ft.  centers. 
Instead  of  rollers  for  supporting  the  belt,  smooth  slide 
plates  or  even  boards  arc  occasionally  used  in  the  lightest 
service. 

Idler    Bearings.      For    package    conveying,    straight. 


single-roller  idlers  are  almost  invariably  used,  although 
some  conveyors  arc  built  with  idlers  composed  of  several 
short  rollers  on  one  shaft.  Plain  pillow  block  bearings  are 
usual  for  the  heaviest  service,  although  the  oil  impregnated 
maple  bearing  in  a  cast  iron  box  is  satisfactory  for  even 
fairly  heavy  duty.  This  latter  type  is  commonly  known  as 
an  oilless  bearing,  because  of  the  fact  that  the  bearing, 
when  thoroughly  impregnated  with  oil,  requires  no  oiling 
for  long  periods.  Flanged  bearings  attached  to  the  side 
boards  are  much  used.  The  self-aligning  feature  of  the 
more  highly  developed  bearings  is  advantageous.  Ball 
bearings  and  other  special  types  are  sometimes  used. 
Under  dirty  or  dusty  conditions  special  care  should  be  given 
to  making  the  bearings  dust-proof.  Where  grease  or  oil 
cups  are  used  they  should  be  readily  accessible  for  regular 
attention. 

Side-Guards.  High  side-guards  are  seldom  neces 
sary,  except  for  handling  cylindrical  packages,  or  for  the 
sake  of  safety  in  certain  overhead  installations.  They  are 
decidedly  objectionable  when  packages  are  to  be  constantly 
handled  on  or  off  the  belts  at  numerous  points  along  the 
conveyor,  as  in  the  operations  of  wrapping,  sorting,  or 
otherwise  using  the  conveyor  as  a  work  table.  When 
flanged  idler  bearings  are  used,  side-guards  are  conveniently 
formed  by  having  the  supporting  wood  or  steel  boards 
extend  several  inches  above  the  top  belt.  Similarly,  with 
the  proper  arrangement  of  the  idlers,  the  supporting  mem 
bers  of  structural  steel  frames  may  be  built  to  serve  the 
same  purpose.  Where  branch  conveyors  discharge  at  right 
angles  to  a  trunk  conveyor,  and  the  usual  2  in.  to  5  in. 
guards  are  used,  it  is  advisable  to  provide  baffle  plates  on 
the  guards  opposite  these  transfer  points. 

Loading.  A  solid  sheet-steel  plate  set  close  under 
the  belt  at  such  loading  points  as  can  be  predetermined 
relieves  the  belt  of  much  of  the  shock  and  strain  of  careless 
hand  loading.  Such  plates  are  especially  desirable  where 
packages  are  discharged  to  the  conveyor  from  other  con 
veyors  or  from  chutes.  Where  chutes  discharge  to  belts 
the  speed  of  the  package  should  be  somewhere  near  that  of 
the  belt,  to  avoid  any  unnecessary  dragging  effect  on  the 
latter.  The  proper  loading  heights  of  belt  conveyors  should 
be  studied  much  more  carefully  than  would  at  first  seem 
necessary.  This  is  particularly  important  where  the  con 
veyor  is  used  as  a  work  table  or  serves  operators  or  ma 
chines  alongside. 

Discharge.  End  discharge  is  usual,  and  may  be  made 
over  the  actual  end  drum,  or  over  an  intermediate  "end" 
formed  by  turning  the  belt  sharply  down  over  an  idler 
sufficiently  to  allow  the  package  to  discharge  to  a  table  or 
chute,  after  which  the  licit  may  be  returned  to  its  original 
level.  Provision  should  be  made  to  insure  each  package 
leaving  the  end  of  the  belt  properly.  Long  sloping  tables 
or  sections  of  gravity  conveyors  are  satisfactory  for  this 
purpose.  End  discharge  at  right  angles  to  other  conveyors 
is  common.  In  this  case  the  discharging  belt  should  be 
slightly  above  the  other  at  this  point,  with  a  short  connect 
ing  slide  plate.  The  basic  principles  of  side  diverting  are 
that  the  friction  between  belt  and  package  be  not  excessive 
and  the  angle  of  the  diverter  such  that  the  minimum  of 
dragging  results.  Angles  of  from  20  deg.  to  30  deg.  with 
the  belt,  with  straight  or  curved  arms,  are  usual.  Many 
methods  of  intermediate  side  diverting  are  in  use,  from  the 
simple  sweep  diverter  set  in  place  by  hand,  to  the  wholly 
automatic  systems  controlled  from  the  point  of  dispatch. 
In  addition  to  the  many  types  of  sweeps  operated  by  hand, 
several  types  of  automatic  diverter  arms  are  in  use  for 
filling  "storage  stations."  Another  automatic  method  is 


BELT  CONVEYORS  AND   ELEVATORS 


371 


the  selective  system  in  which  pins  or  other  devices  are  set 
in  the  container  by  the  dispatcher.  Slots  or  other  corre 
sponding  devices  on  the  fixed  arms  at  the  various  diverting 
points  engage  the  proper  pins  on  the  b»x  and  divert  it  to 
the  side. 

Drive  and  Take-Up.  Wood,  iron  or  steel  drums,  plain  or 
lagged  as  necessary  to  insure  proper  friction,  are  usual  for 
driving  belt  conveyors  or  elevators.  Where  the  pull  on  the 
belt  is  excessive  a  greater  tractive  effect  of  the  drum  on 
the  belt  is  obtained  by  increasing  the  contact  arc  either  with 
idlers  or  double  drum  drives.  Standard  worm,  spur,  or 
internal  gear  speed  reductions  are  usual.  Spur  gears  are 
most  generally  in  use.  The  belt  conveyor  is  thoroughly 
effective  driven  from  either  end,  for  all  ordinary  lengths. 
Plain  screw  take-ups  are  most  common,  running  in  hori 
zontal  guides.  They  should  be  easily  adjusted  to  maintain 
the  belt  at  the  proper  tension,  but  must  keep  their  position 
when  set.  Where  it  is  desirable  to  secure  a  stationary 
position  of  the  drum  at  the  take-up  end,  weighted  take-ups 
with  vertical  movement  are  preferable.  These  produce  a 
more  even  tension  on  the  belt,  particularly  where  there  is 
much  expansion  or  shrinkage  of  the  belt. 

Cleats  or  Arms.  Cleats  of  any  kind  should  be  se 
curely  riveted  to  the  belt  with  broad  Hat  head  rivets  or 
bolts.  In  elevators  working  at  the  higher  angles,  and  with 
correspondingly  high  arms,  a  thin  reinforcing  strip  on  the 
underside  of  the  belt  is  often  advisable  to  guard  against 
the  pulling  out  of  the  rivets  or  bolts.  Such  long  cantilever 
arms  have  a  strong  tendency  to  turn  back  under  the  load, 
and  cause  a  high  strain  at  the  upper  point  of  connection  to 
the  belt. 

Speeds.  Belt  speeds  vary  from  as  low  as  2  ft.  per 
min.  for  special  manufacturing  purposes,  to  as  high  as  200 
ft.  per  min.,  and  even  higher,  for  special  conditions.  The 
most  common  speed  for  general  package  handling  is  prob 
ably  100  ft.  per  min.  Where  belt  conveyors  are  designed 
to  serve  operators  or  machines,  and  thus  act  as  produc 
tion  organizers,  the  speed  of  the  belt  should  be  studied  with 
special  care  in  each  operation  because  of  the  effect  on 
the  plant  output.  The  tension  of  fully  loaded  belts  running 
at  very  slow  speeds  should  be  more  carefully  studied  than 
that  of  the  same  belt  running  at  the  ordinary  speed. 

Special  Features  of  Portable  Elevators  and 
Conveyors 

Elevator  Base  Frames.  An  excellent  base  frame  is 
made  of  3  in.,  4  in.,  or  5  in.  steel  channels,  strongly  braced. 
Base  frames  of  steel  pipe  or  angles  are  largely  used  and 
are  satisfactory.  Special  attention  should  be  given  to 
making  the  base  frame  as  short  as  the  overhang  of  the 
carrier  will  allow.  Similarly  the  width  should  not  be 
greater  than  necessary  to  insure  stability  of  the  piler  with 
the  boom  raised.  In  brief,  the  entire  machine  should  be  as 
compact  as  possible  because  of  the  prime  importance  of 
saving  floor  space. 

Carrier  Frame.  For  cither  conveyors  or  elevators 
four  light  angles  formed  into  two  side  trusses  and  thor 
oughly  cross-braced  between  the  belts,  make  a  very  stiff 
carrier  frame.  Two  channels  or  angles  in  place  of  the  two 
side  trusses  are  also  good,  but  are  not  so  stiff  for  their 
weight  as  the  trusses.  They  afford  a  simple  frame,  how 
ever,  and  a  somewhat  better  support  for  the  belt  roller 
bearings. 

Elevator  Raising  Device.  The  raising  mechanism  of 
the  carrier  boom  should  preferably  be  kept  wholly  under 
the  boom,  if  the  machine  is  to  be  moved  through  ordinary 


doors.  This  position,  while  not  essential,  results  in  a 
neater  and  more  stable  machine.  Keeping  the  top  of  the 
carrier  clear  also  makes  it  possible  to  more  easily  handle 
bulky  packages  wider  than  the  machine  itself.  Small  hand 
drums  for  raising  the  boom  by  hand,  located  on  the  side 
of  the  carrier,  are  best  for  piling  heights  up  to  about  12 
ft.  For  larger  machines  the  saving  in  labor  of  adjusting 
the  boom  to  suit  the  varying  piling  levels  warrants  the  con 
nection  of  the  raising  drum  with  the  motor. 

Drive  and  Take-Up.  Light  weight  is  such  a  prime 
factor  in  a  machine  whose  economy  depends  so  much  on 
easy  portability,  that  unusual  consideration  should  be  given 
to  eliminating  every  pound  of  unnecessary  weight  in  the 
drive.  For  this  reason,  direct-connected  internal-gear  re 
ductions  are  excellent,  although  light  belt  drives  are  prob 
ably  more  generally  used  at  present.  To  allow  for  the  ad 
justment  of  the  boom  the  belt  is  most  conveniently  driven 
from  the  foot  end,  the  carrier  frimc  being  pivoted  in  trun 
nions  at  this  end.  The  carrier  should  be  readily  reversible 
in  direction  of  motion. 

Casters  and  Wheels.  For  fairly  smooth  floors,  8  in. 
to  12  in.  casters  are  best  for  machines  supported  at  four 
points.  For  rough  floors  or  outdoor  work,  steel  wheels  of 
from  18  in.  to  36  in.  are  much  better,  with  proper  fifth 
wheel  provision  for  turning  the  machine.  While  the  two- 
\vhcel  machines  frequently  used  do  not  pile  at  such  high 
inclines  as  the  more  stable  four-wheel  type,  they  are  more 
easily  moved  and  usually  somewhat  lighter.  Since  the  util 
ity  of  portable  machines  depends  so  greatly  upon  their 
being  readily  moved  from  one  position  to  another,  the  im 
portance  of  providing  the  highest  grade  casters  with  the  best 
ball-bearing  swivel  joints  and  wheels  with  roller  bearings 
is  obvious. 

Loading.  It  is  highly  important  that  the  loading 
point  of  portable  pilers  or' truck  loaders  be  kept  as  close  to 
the  ground  as  the  minimum  size  of  the  lower  end  pulley 
and  proper  clearance  for  the  cleats  or  arms  will  allow. 
This  will  be  found  to  save  a  great  amount  of  manual  lift 
ing. 

Operation 

The  belt  conveyor-elevator,  properly  applied  and  installed, 
usually  requires  less  attention  than  any  other  con 
tinuous  power  carrier.  This  is  particularly  true  when  it 
is  equipped  with  self-oiling  bearings,  or  ball  bearings. 
With  babbitted  or  other  bearings  requiring  lubrication 
there  should  be  a  definite  schedule  of  attention,  rather 
than  the  ordinary  intermittent  attention  often  given 
such  equipment.  Particularly  in  moist  or  changing  at 
mospheric  conditions  it  is  essential  that  the  belt  be 
maintained  at  the  proper  tension  by  regular  adjustment 
of  the  take-up,  unless  the  latter  is  of  an  equalizing  de 
sign.  Where  the  conveyor  is  to  be  reversed  in  direction 
or  stopped  and  started  frequently,  push-button  motor 
control  from  convenient  points  will  greatly  improve  the 
operating  efficiency.  In  using  belt  conveyors,  especially 
in  handling  miscellaneous  freight,  it  should  be  remem 
bered  that  the  belt  conveyor  is  not  such  a  carry-all 
as  the  apron  and  chain  carrier,  and  only  those  pack 
ages  should  be  handled  for  which  it  is  designed. 

Careless  loading  has  probably  caused  more  wear  and 
tear  on  package  handling  belts  than  any  other  single 
feature  of  their  operation.  Where  rough  packages, 
such  as  packing  cases,  are  to  be  loaded,  either  a  loading 
plate  should  be  placed  close  under  the  belt  at  definite 
points,  or  the  impact  of  the  package  should  be  taken 
by  loading  guards  or  fingers.  Another  cause  of  wear 


372 


CONVEYORS  AND  ELEVATORS  FOR  PACKED  MATERIAL 


on  the  belt  arises  from  diverting  from  the  belt  packages  of  a 
rough  or  abrasive  character.  To  reduce  this  wear  to  a 
minimum  requires  careful  study  of  the  proper  angle  at 
which  the  diverter  should  be  set.  Where  chutes  of  any 
type  discharge  to  belt  conveyors,  not  only  the  speed 
but  also  the  direction  of  discharge  should  be  as  near 
as  possible  that  of  the  belt. 

As  with  portable  equipment  of  the  apron  and  chain 
type,  the  operation  of  sectional  belt  conveyors  and 
elevators  depends  far  more  upon  a  thorough  knowledge 
of  the  possibilities  of  each  machine  than  upon  its 
mechanical  features.  Even  where  only  one  machine 
is  in  operation  there  should  be  one  man  intelligently 
trained  in  its  use.  He  need  not  be  a  mechanic,  for  the 
mechanical  handling  of  this  equipment  is  simple.  Such 
a  trained  man  will  frequently  find  even  more  economical 
uses  for  the  machine  than  it  was  originally  designed 
to  fill.  In  short,  by  knowing  what  has  been  done  with 
these  machines  under  conditions  similar  to  his,  his  con 
structive  imagination  is  constantly  brought  to  bear 
upon  the  changing  handling  problems  in  the  plant. 

In  applying  such  portable  conveyors  to  old  ware 
housing  or  manufacturing  conditions,  it  is  often  found 
to  be  worth  while  to  change  aisle  or  storage  layouts 
as  well  as  routes  of  travel.  In  those  plants  in  which 
such  equipment  has  been  most  successful,  practically 
all  of  these  points  of  operation  have  been  carefully 
considered  in  designing  and  using  the  equipment. 

Car  Loading 
Bags — Miscellaneous  Packages 

The  use  of  belt  conveyors  for  car  loading  has  rapidly 
advanced  with  the  better  organization  of  this  operation. 
The  greatest  savings  occur  when  the  finished  product 
can  be  loaded  direct  from  the  packer  to  the  car,  or 
from  temporary  storage  along  the  path  of  the  belt. 


Automatic  Discharge  from  Packer  to  Any  Car 

The  employment  of  this  arrangement  of  temporary 
storage  has  eliminated  one  of  the  greatest  obstacles 
to  the  successful  use  of  conveyors  in  the  loading  of 
cars.  Obviously,  however,  it  is  impossible  to  make  use 
of  this  system  when  the  product  must  be  stored  in 
definitely,  but  a  surprisingly  large  proportion  of  the 
output  of  the  average  plant  may  be  thus  placed  tem 
porarily  near  the  conveyor.  The  necessity  of  trucking 


out  over  large  areas,  and  the  later  back  haul  to  the 
car,  is  thereby  eliminated.  The  easily  reversible  travel 
direction  of  the  belt  makes  it  particularly  applicable 
for  serving  a  long  line  of  cars  on  a  siding. 

In  such  a  car-loading  system  adjustable  diverters, 
controlled  usually  by  the  man  in  the  car,  discharge  the 
package  to  light  portable  chutes  leading  into  the  car. 
In  general  the  greatest  economy  results  from  installing 
the  conveyors  about  as  shown.  In  this  way  the  doors 
and  platform  below  are  kept  clear,  a  minimum  of  space 
is  taken  up,  the  belt  is  better  protected  from  the 
weather,  and  the  elevation  is  such  that  the  packages 
will  slide  to  any  point  in  the  car.  It  is  particularly 
important  that  a  belt  operating  out-of-doors  in  this 
way  should  be  impervious  to  weather  conditions  and 
have  a  minimum  of  stretch. 

Publishing 
Bundles    of    Papers — Books — Magazines 

The  ease  of  transfer  of  packages  from  one  conveyor 
to  another  makes  it  feasible  to  fit  connecting  conveyors 
into  almost  any  plant  layout.  This  transfer,  while 
commonly  made  at  right  angles,  is  thoroughly  satis 
factory  at  any  angle.  A  system  of  this  sort  frequently 
met  with  consists  of  a  number  of  branch  lines  which 
discharge  to  or  receive  from  one  trunk  conveyor.  Many 


Right   Angle  Transfer  from  Belt   to   Belt 

ingenious  timing  devices  have  been  developed  to  pre 
vent  congestion  between  packages  at  the  entrance  of 
branch  lines;  however,  if  the  trunk  belt  is  made  of 
sufficient  width  the  necessity  for  these  is  avoided.  The 
transfer  is  in  no  way  limited  to  being  made  from  one 
belt  to  another,  and  a  very  common  use  of  this  feature 
is  in  transferring  packages  from  a  gravity  conveyor 
to  the  belt  conveyor. 

Where  there  are  fairly  large  boxes  entering  a  trunk 
conveyor  from  many  points  along  the  side,  a  power- 
driven  timing  device,  to  deliver  the  package  to  the 
trunk  at  the  right  time,  is  the  most  positive  and  satis 
factory  arrangement  to  prevent  congestion.  Such  a 
device  is  almost  always  essential  when  the  delivery  is 
made  from  a  gravity  conveyor.  When  it  is  advisable 
to  place  the  take-up  end  of  the  delivering  conveyor  at 
the  delivery  point  the  take-up  should  be  of  a  vertical, 
instead  of  the  usual  horizontal  movement  of  the  end 


BELT  CONVEYORS  AND   ELEVATORS 


373 


pulley.  The  horizontal  movement  would  disturb  the 
proper  transfer.  A  slide  plate  to  fill  the  opening  be 
tween  the  end  pulley  of  the  branch  conveyor  and  the 
belt  of  the  trunk  is  usually  necessary.  For  better  oper 
ation  the  level  of  the  former  conveyor  should  be  several 
inches  above  that  of  the  trunk  conveyor. 

Weighing   on  Conveyors 
Miscellaneous   Packages 

In  receiving  and  shipping  raw  materials  or  finished 
products  the  practice  of  weighing  each  package  as  it 
passes  over  a  scale  section  accomplishes  not  only  a 
saving  in  the  time  of  weighing  each  package,  but  pro 
vides  a  better  record  of  the  weight.  Obviously  this 
automatic  method  is  not  so  accurate  as  the  usual  in 
dividual  weighing  operation.  However,  with  belt  con 
veyors,  as  well  as  with  the  roller  gravity  conveyor  in 
which  this  method  of  weighing  is  so  often  used,  the 
elimination  of  the  manual  handling  of  each  package 
more  than  offsets  any  slight  inaccuracy  involved.  Be 
cause  of  the  light  weight  of  the  moving  belt  and  the 
general  smoothness  of  operation,  the  belt  conveyor  is 


Weighing   in   Transit 

well  adapted  to  automatic  weighing.  Not  only  in  load 
ing  in  or  out,  but  in  many  manufacturing  operations 
this  method  of  weighing  eliminates  the  necessity  of  the 
man  at  the  scale  and  results  in  better  organization  of 
production  processes. 

Since  more  accurate  records  result  from  a  very  slow 
movement  of  the  package  over  the  scale  section,  the 
speed  of  the  belt  should  be  as  low  as  will  give  the 
required  capacity.  The  scale  section  should  be  as  free 
as  possible  from  the  fixed  sections  preceding  and  fol 
lowing  it.  Clearly  it  is  essential,  for  the  greatest  ac 
curacy,  that  the  packages  be  dispatched  at  sufficient 
intervals  to  insure  each  load  registering  separately  in 
passing  over  the  scale  section. 


Nitrates — Sugar — Coffee — Grain 
Bags — Boxes — Miscellaneous  Packages 

Mainly  because  of  its  light  weight  and  easy  portabil 
ity  the  use  of  the  belt  truck  loader  or  outdoor  piler 
has  increased  rapidly  within  the  past  five  years.  When 
equipped  with  high  grade  stitched  canvas  or  rubber 
fabric  belts  this  elevator  gives  excellent  service  for 
handling  packages  weighing  up  to  200  Ib.  or  300  Ib 
The  adjustable  feature  of  the  belt  boom  with  discharge 
at  any  desired  height  saves  practically  all  manual  lift 
ing  by  placing  the  package  on  the  truck  or  pile  at  the 


proper  level.  Since  the  direction  of  travel  of  the  belt 
is  readily  reversible  trucks  are  also  unloaded  and  piles 
"broken  down"  with  the  same  machine.  This  is  one 
of  the  most  versatile  of  all  elevator-conveyors.  In 
addition  to  serving  as  both  outdoor  and  indoor  piler 
and  truck  loader,  the  same  machine,  properly  equipped 


Portable  Belt  Conveyor  with  Adjustable  Angle 

with   side-guards   or  troughing  rollers,   handles  coal,   sand, 
stone,  and  other  loose  material  with  equal  satisfaction. 

For  outdoor  service  the  large  wheels  shown  in  the 
photograph  afford  easy  moving  from  place  to  place, 
and  for  this  reason  are  better  than  small  wheels  or  the 
four  casters  so  often  used  on  indoor  pilers.  The  very 
compact  drive  shown  has  several  advantages,  probably 
the  most  important  of  which  is  its  light  weight.  For 
loading  from  wagons  or  four-wheel  warehouse  trucks 
the  height  of  the  loading  point  shown  is  about  right. 
For  heavier  packages,  however,  which  are  to  be  loaded 
from  the  ground,  as  from  two-wheel  hand  trucks,  the 
height  of  loading  should  be  as  low  as  the  minimum 
size  of  the  end  pulley  will  permit.  If  the  machine  is 
to  pass  doorways  of  ordinary  height  care  should  be 
taken  to  provide  a  collapsible  raising  frame  or  this 
frame  should  be  placed  under  the  carrier  frame. 

Textiles 
Boxes — Baskets — Tote-Boxes 

There  is  no  industry  to  which  the  belt  conveyor  is 
more  applicable  than  to  the  manufacturing  departments 
of  textile  mills.  From  picker  room  to  weave  room,  this 
conveyor  distributes  laps,  boxes  or  baskets  of  bobbins, 
or  textile  products  in  process.  One  of  the  most  com 
mon  and  economical  of  its  applications  is  the  distribu 
tion  of  bobbins  from  roving  frames  to  spinning  frames 
on  the  same  or  lower  floors.  The  belt  conveyors  re 
ceive  the  containers  filled  with  bobbins  from  spiral 
chutes,  and  distribute  them  to  the  various  storage  sta 
tions  near  the  frames.  Later  the  empty  boxes  travel 
back  on  the  return  side  of  the  same  conveyor  and  up 
automatic  elevators  to  the  roving  rooms  above.  This 
two-way  capacity  of  the  belt  conveyor  is  equally  val 
uable  in  the  handling  of  goods  in  process  in  finishing 
plants,  and  other  textile  operations.  They  not  only 
eliminate  trucking  and  confusion,  but  are  of  distinct 
value  as  organizers  of  the  entire  operation  of  the  fin 
ishing,  as  well  as  spinning  operations.  The  small  space 


374 


CONVEYORS  AND  ELEVATORS  FOR  PACKED  MATERIAL 


required  by  the  belt  conveyor,  especially  when  it  is 
suspended  from  the  ceiling,  and  its  simplicity  of  in 
stallation,  make  the  machine  fully  as  economical  in 
its  application  to  existing  plants  as  in  new  mills.  For 
this  reason  the  number  of  individual  conveyors  installed 


point  on  the  tray  or  tote-box.  The  dispatcher  sets  this 
switching  pin  at  the  proper  point  and  height  on  the  box, 
and  the  box,  when  it  reaches  the  diverter  set  to  correspond 


Two-way   Belts  with   Diverlers 

in  old  mills  has  been  even  greater  than  in  the  new  ones. 
Storage  stations  located  at  convenient  points  increase 
the  usefulness  of  the  belt  conveyor  by  reducing  the 
amount  of  attention  required.  Switches  divert  the  filled 
boxes  to  these  stations  until  the  station  is  full.  Suc 
ceeding  boxes  then  pass  on  to  the  next  station,  and 
so  on.  In  this  way  all  the  stations  are  kept  filled.  The 
floor  porters  remove  the  boxes  from  the  stations  and 
distribute  them  to  the  frames,  and  then  return  the 
empties  to  the  lower  run  of  the  belt. 

Hardware — Stampings — Novelties 
Tote-Boxes — Individual   Pieces 

The  ease  with  which  containers  filled  with  small  parts 
may  be  diverted  from  one  conveyor  to  another  makes  the 
belt  conveyor  adaptable  to  the  handling  of  small  parts. 
From  the  use  of  selective  switching  systems  results  the 
entirely  automatic  dispatch  from  one  machine  operation  to 
another.  This  is  particularly  valuable  in  congested  plants. 
When  their  load  is  discharged  the  empty  containers  may  be 
returned  either  on  the  return  side  of  the  belt  or  on  other 
conveyors.  Such  conveying  systems  are  more  than  carriers 
— in  effect  they  are  production  organizers  and  speed  up  the 
output  of  every  operator  and  machine  which  they  serve. 

The  simplest  switching  device  for  discharging  packages 
to  the  side  at  any  desired  point  is  the  sweep  diverter.  This 
"sweep"  should  be  set  at  such  an  angle,  usually  about  20 
deg.  with  the  line  of  travel  of  the  belt,  as  to  divert  the 
package  with  a  minimum  of  effort  or  friction  on  the  belt. 
Obviously  the  bottom  of  the  package  or  container  should 
never  be  so  rough  as  to  cause  unreasonable  wear  and  tear 
on  the  belt.  On  the  principle  of  this  simple  diverter  many 
adjustable  switching  devices  have  been  developed,  most  of 
which  are  operated  by  hand. 

Automatic  diverters  are  of  two  general  classes.  In  one 
the  entire  diverter  moves  in  and  out  of  position.  In  the 
other,  the  selective  type,  each  diverter  is  fixed  in  position 
and  is  so  set  as  to  engage  a  switching  pin  set  at  a  certain 


Automatic  Selective  Switching 

with   it,   automatically   leaves  the   belt   as  the   pin   engages 
the  diverter  arm. 


Metal   Products 
Trays— Tote-Boxes 

Gravity  roller  storage  stations  set  into  lines  of  belt  con 
veyor  make  the  latter  more  flexible  in  use  by  temporarily 
stopping  packages  at  certain  points.  With  such  an  arrange- 


Gravity  Roller  Storage  Station 

ment  the  operator  at  each  machine  has  a  constant  supply 
of  parts  at  his  elbow.  When  the  storage  section  at  one 
machine  is  full  the  trays  proceed  to  pass  on  to  the  ma 
chines  beyond.  It  is  not  necessary  that  separate  belt  con 
veyors  be  used  between  the  various  stations.  By  passing 
the  top  run  of  belt  over  end  idler  and  under  the  gravity  sec 
tion  at  each  station  one  continuous  belt  can  be  made  to 
serve  the  entire  line. 


BELT  CONVEYORS  AND   ELEVATORS 


375 


Where  the  packages  handled  are  wider  than  the  carrying 
belt,  temporary  storage  stations  are  sometimes  made  by 
setting  rollers  at  both  sides  and  slightly  above  the  belt. 
When  the  package  passes  onto  these  rollers  it  stops  until 
the  succeeding  packages  push  it  on.  This  gives  the  floor 
man  or  operator  at  each  station  time  to  take  such  articles 
as  he  needs  from  the  station.  A  satisfactory  storage  sta 
tion  also  is  formed  by  diverting  the  packages  to  gravity 
conveyor  or  chutes  at  the  side.  1  lowevcr,  this  is  not  quite 
so  positive  or  direct  a  method  as  the  first  two  described. 
Obviously  this  system  of  using  storage  stations  applies 
only  to  such  packages  as  are  linn  and  rigid  enough  to 
divert  in  a  proper  manner  or  push  each  other  across  the 
station. 

Rubber  Goods 
Small    Pieces — Tote-Boxes — Baskets 

In  recent  years,  the  use  c.t  the  belt  conveyor  lias  been 
one  of  the  factors  resulting  in  the  better  production  organ 
ization  of  many  plants  manufacturing  rubber  specialties. 
Departments  in  which  machines  or  operators  are  served 
by  these  continuous  carriers  ;trc-  conspicuous  lor  their  ef 
ficiency  and  for  the  absence  of  the  confusion  ordinarily 
incident  to  the  moving  about  of  trucks  or  porters.  The 
illustration  shows  a  combination  conveyor  and  elevator  re 
ceiving  from  a  number  of  machines,  and  divided  into  two 
"lanes"  by  a  middle  partition.  Single  belt  conveyors  are 
often  divided  by  a  number  of  such  partitions  for  the  better 
separation  and  distribution  of  different  classes,  of  products. 
Each  of  these  "lanes"  may  be  discharged  at  a  different 
point  in  order  to  accommodate  the  various  wrappers  or 
packers. 

For  such  partitions,  cither  wood  or  sheet  steel  strips  are 
satisfactory,  but  in  either  case  care  should  be  taken  in  sup 
porting  them  to  avoid  any  possibility  of  the  bottom  edge 
of  the  strip  sagging  and  cutting  the  surface  of  the  moving 
belt.  The  speed  at  which  the  belt  should  be  operated  de- 


bigh    friction    between    package   and   belt    incline,    as    high 
as  25  deg.  to  30  deg.  are  practicable. 

Confectionery 
Cartons — Boxes — Bags 

No  industrial  operation  lends  itself  more  readily  to  the 
economical  use  of  belt  conveyors  than  wrapping  and  pack 
ing  of  all  classes  of  confectionery  and  bakery  goods  and 
similar  commodities.  Not  only  is  much  of  the  actual  labor  and 


Divided   Belts   Simplify   Distribution 

pends  on  the  capacity  required,  and  the  rapidity  with  which 
the  pieces  or  trays  can  be  handled  at  the  receiving  points. 
Where  one  continuous  belt  is  used  as  both  conveyor  and 
elevator,  in  making  the  up-curve  from  conveyor  to  elevator 
either  top  guides  must  be  provided  at  the  sides  to  hold 
down  the  top  run  of  belt,  or  the  direction  of  this  top  belt 
should  be  changed  by  running  it  around  three  idlers  placed 
at  the  end  of  the  level  portion.  The  maximum  incline  at 
which  ordinary  packages  will  travel  up  a  belt  elevator 
without  cleats  is  about  20  dep.,  although  where  there  is 


Moving  Work  Table  Increases  Production 

time  of  bringing  up  the  piece  goods  and  carrying  away 
the  packages  saved,  but  the  entire  operation  is  better  or 
ganized  and  a  superior  grade  of  work  accomplished.  Where 
it  is  advisable  to  bring  the  pieces  to  the  packers  in  contain 
ers,  the  empty  containers  may  be  returned  on  the  lower  run 
of  the  same  belt.  The  photograph  shows  an  interesting 
confectionery  wrapping  system,  in  which  the  use  of  the  belt 
conveyor  eliminates  the  needless  moving  about  and  con 
fusion  so  common  to  many  such  departments. 

For  the  handling  of  such  light  packages  the  conveyor 
may  well  be  very  1'ght.  However,  it  is  not  real  economy 
to  use  an  extremely  light  belt,  because  of  its  continual 
stretch  and  generally  unsatisfactory  operation.  Since  the 
continuous  movement  of  the  belt  so  often  exerts  an  im 
portant  influence  in  speeding  up  production,  the  question  of 
the  proper  speed  at  which  the  conveyor  shall  work  should 
be  studied  with  more  care  than  would  ordinarily  seem 
necessary.  Side-guards  arc  usually  not  necessary,  but 
where  it  is  considered  advisable  to  provide  them,  they 
should  be  kept  low,  to  facilitate  the  continual  handling  of 
packages  on  and  off  the  conveyor.  The  proper  height  of 
the  conveying  surface  with  relation  to  the  operator  is  a 
matter  for  each  individual  installation,  and,  as  such,  is  an 
important  factor  in  the  economical  and  efficient  operation 
of  the  system. 

Wrapping — Packing — Shipping 

Trays 

The  two-way  service  of  the  belt  conveyor  in  carrying 
tilled  containers  in  one  direction  and  returning  the  empties 
on  the  opposite  run  of  the  same  belt,  makes  it  more  adapt 
able  than  any  other  conveyor  to  the  handling  of  books, 
pamphlets,  magazines  and  other  publishing  plant  products. 
Tray,  tote-boxes  and  baskets,  as  well  as  individual  pieces, 
move  from  one  machine  to  another,  or  from  machines  to 
wrapping  rooms  with  complete  elimination  of  manual  labor, 
even  in  the  return  of  the  empty  containers.  By  this  system 


376 


CONVEYORS  AND  ELEVATORS  FOR  PACKED  MATERIAL 


the  conveyor  replaces  the  intermittent  haulage  of  trucks 
or  porters,  and  numbers  of  small  articles  are  continuously 
handled  in  lots  of  convenient  size,  with  a  resulting  better 
organization  in  production.  As  in  the  shipping  of  mail  or 
express  orders  in  wholesale  supply  and  distributing  houses, 
the  use  of  gathering  boxes  or  baskets,  handled  on  these 
two-way  conveyors,  is  fast  increasing  with  the  more  general 
knowledge  of  the  success  of  this  method. 

Whether  the  top  or  bottom  run  of  the  belt  is  selected  for 
the  filled  boxes  depends  on  the  relative  ease  of  loading  and 


Two-way    Belt    Prevents    Congestion 

unloading.  The  photograph  shows  the  end  discharge  of 
the  filled  trays  from  the  lower  run  of  the  belt  to  a  table  of 
convenient  height.  To  accomplish  this  discharge  a  short 
section  of  the  belt  is  run  under  the  table.  The  empty 
trays,  which  are  much  lighter,  are  more  easily  lifted  to  the 
top  run  of  the  belt  for  returning.  With  very  light  packages 
the  discharge  is  often  made  to  the  side  by  a  diverter. 
Although  the  conveyor  will  not  be  immediately  stopped  by 
the  blocking  of  such  light  packages,  this  should  be  avoided 
mainly  because  of  the  wear  on  the  belt. 

Refining — Soaps — Oils — Greases 
Boxes — Cartons 

The  portable,  sectional  belt  conveyor  is  well  adapted  to 
such  warehousing  conditions  as  shown  in  the  photograph, 


such  conveyors  not  only  save  long  truck  hauls  and  the 
corresponding  back  haul  of  empty  trucks,  but  often  make 
the  greater  saving  of  eliminating  the  idle  time  of  waiting 
auto  trucks.  Since  these  conveyors  are  reversible  in  direc 
tion  of  motion,  they  are  equally  as  useful  in  receiving,  as  in 
loading  out,  commodities.  The  adjustable  end  section  in 
creases  the  efficiency  of  the  machine  by  delivering  the 
packages  to  truck,  car,  or  barge  at  such  heights  as  to 
avoid  practically  all  the  labor  of  lifting.  One  of  the  most 
effective  uses  of  such  readily  portable  machines  is  in  oper 
ating  through  windows  or  convenient  small  openings  cut 
in  the  walls  of  buildings.  Such  a  method  of  handling  has 
been  found  so  economical  in  some  warehouses  as  to  war 
rant  the  changing  of  the  aisle  layouts  to  make  the  con 
veyor  more  useful. 

Where  sectional  conveyors  are  to  be  moved  from  aisle 
to  aisle,  the  sections  should  not  be  over  20  ft.  long,  or  if 
the  aisles  are  narrow,  not  over  15  ft.,  or  sometimes  as  short 
as  10  ft.  An  economical  arrangement  results  from  placing 
several  long,  and  comparatively  inexpensive,  trailer  sections 
in  each  aisle,  and  providing  one  short  and  easily  maneu 
vered  power  section.  This  layout  necessitates  a  minimum 
of  changing  of  the  lines.  Mechanically,  a  portable  sectional 
conveyor  is  extremely  simple  and  requires  very  little  at 
tention,  but  the  importance  of  having  one  man  in  charge  of 
its  operation  who  is  thoroughly  instructed  in  its  possi 
bilities,  cannot  be  stressed  too  strongly.  With  a  properly 
instructed  man  in  charge  of  its  operation  new  and  eco 
nomical  applications  of  these  machines  will  be  developed 
frequently,  thus  insuring  the  maximum  utilization  of  the 
device. 

Ship  Loading 
Bags — Miscellaneous  Light  Packages 

The  portable  belt  conveyor,  largely  because  of  its  light 
weight,  has  been  successfully  applied  to  the  loading  of  ships 
with  such  commodities  as  grain  and  flour  in  bags.  It  is 
equally  useful  for  handling  almost  any  of  the  lighter  freight 


Quick  Loading   of  Trucks  and   Cars 

where  the  floor  surface  is  reasonably  smooth  and  a  fairly 
uniform  range  of  packages  is  to  be  handled.     In  this  service 


Reducing  Ship  Turn-Around  Period 

packages.  The  ease  with  which  the  machine  may  be 
moved  about  the  dock  from  one  hatch  or  ship  to  another  is 
surprising.  Since  the  angle  of  incline  naturally  follows  the 
rise  and  fall  of  the  ship,  the  operation  of  the  loader  is  not 
affected  by  the  changes  in  the  deck  level.  Such  loaders  are 
fed  either  from  trucks  brought  up  to  the  dock  end  or  by 
connecting  portable  conveyors  from  cars  or  storage  piles 
in  the  pier  shed.  They  may  be  placed  in  position  on  the 
deck  by  the  ship's  boom,  or,  when  equipped  with  indepen 
dent  base  frame  and  raising  device,  their  carrier  booms  may 
be  elevated  by  their  own  power.  Thus  equipped  they  are 


BELT  CONVEYORS   AND   ELEVATORS 


377 


used  also  as  pilers  on  the  dock.  Where  the  boat  hatches 
are  of  the  usual  size,  the  operation  of  these  machines,  with 
the  chutes  running  into  the  ship's  hold,  does  not  prevent 
the  simultaneous  loading  by  the  ship's  hoist  of  larger 
packages,  through  the  same  hatch. 

Since  the  very  nature  of  the  carrying  surface  of  the  belt 
conveyor  limits  it  to  fairly  light  packages,  the  entire  ma 
chine  should  be  designed  to  be  of  correspondingly  light 
weight.  The  frames  of  most  of  such  portable  conveyors 
are  made  heavier  than  is  advisable  for  their  most  cfh'cirnt 
use.  The  controlling  consideration  in  the  design  of  such 
machines  should  be  that  it  is  better  economy  to  have  them 
light  enough  to  insure  their  constant  use,  even  at  the  risk 
of  losing  some  of  the  long  life  which  might  result  from  a 
heavier,  clumsier  machine.  A  strong  bail  with  hook  should 
be  provided,  securely  attached  to  the  conveyor  frame,  for 
the  attachment  of  the  hoist  cable,  in  lifting  the  section. 

Storage — Warehousing 
Boxes — Bags — Cartons 

The  light  weight  of  the  belt  piler  and  sectional  conveyor 
has  made  these  machines  economical  in  many  storage  houses 
in  which  heavier,  and  less  portable,  machines  would  not  be 
used  to  advantage.  Special  attention  has  been  given  in 
their  design  to  providing  for  quick  "set-up"  in  any  position. 
While  this  equipment  is  obviously  not  adapted  to  heavy 


Automatic  Transfer  from  Conveyor  io  Piler 

freight,  or  to  packages  of  rough  character,  a  good  grade  of 
helt  will  give  surprisingly  long  service  under  average  con 
ditions.  Pilers  of  this  type  occupy  comparatively  small 
floor  space,  particularly  when  operating  at  their  maximum 
inclines  of  from  35  deg. — with  cubical  boxes — to  60  deg. 
in  handling  bags.  With  high  cleats  or  arms  even  higher 
inclines  are  feasible  for  reasonably  light  packages.  The 
transfer  of  packages  from  conveyor  to  piler  is  automatic 
at  inclines  as  high  as  30  deg.  to  45  deg.,  so  that  in  loading  in 
from  cars  or  trucks  no  manual  handling  is  required.  Roth 
piler  and  conveyor  are  reversible  in  direction  of  motion. 
\\  here  the  warehouse  layout  requires  right  angle  or  other 
turns,  as  from  platform  to  interior  aisles,  these  turns  are 
.accomplished  automatically. 

Either  light  channel  frames,  or  side  trusses  built  of 
small  angles,  form  good  frames.  The  trusses  afford  a 
somewhat  stiffer  carrier  frame,  with  the  same  weight,  than 
the  channels.  When  conveyors  and  pilers  are  operated 
together  as  shown,  they  should  be  securely  tied  together  by 
adjustable  yokes  over  the  end  shaft  trunnions.  The  sec 


tions  of  conveyor  are  driven  from  the  piler  by  removable 
drive  chains  connecting  the  adjacent  end  shafts.  Because 
easy  portability  is  so  essential  in  these  machines,  to  insure 
their  maximum  use  the  best  ball  or  roller  bearing  casters 
or  wheels  should  be  used.  With  fairly  smooth  llnors  it  is 
not  necessary  to  disconnect  the  sections  in  a  line,  in  making 
small  changes  in  position,  since  the  line  of  several  sections 
can  be  more  readily  shifted  as  a  whole. 

Boosters 
Miscellaneous  Packages 

The  advantage  of  the  belt  conveyor  as  a  booster  in  a  long 
line  of  gravity  conveyor  lies  mainly  in  the  simplicity  of 
installation  and  operation,  and  in  the  fact  that  it  receives, 


_^ 


A   Belt  Section  Serves  as  a   Booster 

carries,  and  discharges  the  most  fragile  packages  noiselessly 
and  with  the  greatest  safety.  The  picture  shows  a  good 
arrangement  of  such  a  booster.  The  additional  head  given 
to  the  package  by  this  boosting  makes  it  possible  to  carry 
it  for  long  distances  on  the  gravity  conveyor.  In  many 
cases  these  machines,  in  place  of  being  supported  by  floor 
supports,  are  hung  by  hangers  from  the  ceiling  to  save 
working  floor  space  beneath  them.  Portable  boosters,  in 
connection  with  portable  gravity  conveyors,  are  efficient 
when  mounted  on  smooth-running  casters.  When  thus 
equipped  and  designed  with  adjustable  discharge  heights, 
they  are  readily  moved  from  place  to  place  to  fit  into  the 
varying  conditions  of  warehousing  or  other  such  work. 

The  maximum  incline  at  which,  packages  may  be  elevated 
from  one  gravity  level  to  another  depends  on  the  nature  of 
the  package.  With  the  boxes  shown  this  is  about  15  deg. 
when  the  belt  is  not  provided  with  cleats,  and  from  35  deg. 
to  45  deg.  when  the  cleats  are  used.  With  arms  of  sufficient 
height  even  higher  inclines  are  feasible,  although  the  auto 
matic  loading  of  packages  from  gravity  conveyor  to  belt 
is  more  difficult  and  sometimes  uncertain  at  the  higher 
angles.  Surprisingly  small  motors  are  required  for  such 
belt  boosters. 

The  two  steel  pieces  at  the  foot,  which  train  the  package 
onto  the  belt,  should  be  set  with  wide,  easy  flares,  to  pre 
vent  the  stoppage  of  any  box  which  may  strike  them.  The 
speed  of  the  belt  should  be  as  nearly  the  speed  of  travel 
of  the  boxes  on  the  feeding  gravity  as  it  is  practicable  to 
make  it.  At  inclines  of  from  15  deg.  to  the  vertical, 


378 


CONVEYORS  AND  ELEVATORS  FOR  PACKED  MATERIAL 


smoother  travel  of  the  package  results  if  the  rollers  sup 
porting  the  belt  are  placed  closer  than  would  be  necessary 
under  a  horizontal  conveyor  carrying  the  same  load. 
Smooth  sliding  plates  are  often  used  instead  of  rollers 
for  this  purpose. 

Department  Stores 
Parcels — Bundles — Boxes 

The  noiseless  operation  of  the  belt  conveyor,  its  cleanli 
ness,  its  neatness  of  appearance,  and  its  high  capacity  for 
light  packages,  make  this  carrier  particularly  adapted  to 
the  department  store  or  mail  order  house.  Receiving  from 
all  parts  of  the  building  by  means  of  branch  and  trunk 
lines  leading  from  chutes  to  delivery  rooms,  these  systems 
are  practically  indispensable  in  the  larger  stores.  When 
installed  running  along  close  to  the  ceiling,  through  auto 
matic  doors  in  fire-walls,  they  occupy  space  that  would  not 
otherwise  be  used,  and  present  a  neat  appearance  in  keeping 
with  other  store  fixtures. 

In  the  dispatching  room  these  trunk  lines  deliver  to  the 
sorters;  from  there  the  packages  are  carried  by  a 
sorting  belt  in  both  directions,  using  both  top  and  bottom 
run  of  belt,  to  the  bins  for  later  delivery.  Obviously  the 
amount  of  time  saved  and  confusion  eliminated  is  very  great. 
Particularly  in  the  first  and  basement  floors,  even  in  the 
smaller  stores,  the  increasing  congestion  and  demand  for 
quick  service  is  making  not  only  the  extensive  belt  system, 
but  the  individual  conveyor  as  well,  an  essential  feature  of 
economical  operation  of  the  store. 

In  such  a  belt  conveyor  system  the  economical  location 
of  the  various  units  is  a  matter  requiring  the  most  care 
ful  study.  Loading  points,  for  example,  must  be  thoroughly 


convenient  to  the  wrapping  desk,  likewise  the  system  should 
serve  the  greatest  number  of  salespeople  with  the  smallest 
number  of  branch  receiving  lines.  The  proper  layout  in  the 
dispatching  or  sorting  rooms  of  the  larger  stores  presents 
the  most  exacting  problem.  Similarly,  not  only  the  posi 
tion,  but  the  proper  speed  of  the  continuous  sorting  con 
veyor  has  a  decided  effect  on  the  efficiency  of  this  de 
partment. 

For  department   store   service  very   light   belts   are   com 
monly  used,  but   the  better  classes   of  stitched  canvas   are 


The  Belt  Serves  as  a  Moving  Sorting  Table 

worth  their  increased  cost,  even  where  only  the  lightest 
duty  is  required  of  them.  Side-guards  from  2  in.  to  5  in. 
high  are  advisable  wherever  the  installation  is  overhead. 
Motors  and  drives  should  be  as  compact  as  possible,  for  the 
sake  of  presenting  better  appearance. 


Gravity  Roller  Conveyors 


Gravity,  the  greatest  of  nature's  latent  forces,  is  avail 
able  in  every  modern  industrial  operation.  This  free  power, 
ever  readv  for  useful  work,  has  never  been  more  econom 
ically  used  than  through  the  application  of  gravity  roller 
conveyors  to  the  handling  of  commodities.  The  absence 
of  electrical  or  mechanical  power  devices,  the  low  first  cost, 
and  the  flexibility  of  use  of  this  conveyor,  are  the  chief 
advantages  over  other  types, — within  the  limits  of  its 
proper  application. 

From  the  paper  of  pins  in  the  order  basket  of  the  de 
partment  store  to  the  heaviest  castings  of  the  steel  foun 
dry,  practically  any  object  may  be  handled  either  directly 
on  the  rollers  or  in  trays.  This  wide  range  of  application 
makes  these  smooth-running  rollers  adaptable  to  almost 
every  industry.  Continuous  improvement  in  design  and 
workmanship  have  made  it  possible  to  convey  packages 
at  surprisingly  low  grades,  with  correspondingly  long  hor 
izontal  runs.  The  use  of  short  power  boosters  has  ex 
tended,  even  more,  the  scope  of  gravity  handling. 

The  standardization  of  the  gravity  conveyor  in  sections 
of  convenient  length  makes  it  simple  to  install,  with  little 
interruption  to  business.  For  the  same  reason,  when  it 
is  necessary  at  any  time  to  make  plant  changes,  lines  of 
gravity  can  easily  be  moved  to  fit  into  new  positions  and 
to  ferve  new  purposes.  This  sectional  make-up  is  of  par 
ticular  advantage  in  work  requiring  portable  conveyors, 
as  in  freight  handling,  lumber  yards,  and  similar  operations 
spread  over  large  areas.  Because  of  its  simple,  compact 
construction  it  occupies  very  small  space,  whether  installed 
overhead  or  on  the  floor.  The  freedom  from  electrical  or 


mechanical  power  makes  it  especially  desirable  for  outside 
work,  particularly  because  of  its  ready  portability. 

Analysis  of  the  present  status  of  development  and  use  of 
the  gravity  conveyor  reveals  one  big  outstanding  fact — 
more  of  the  natural  efficiency  of  this  conveyor  has  been 
sacrificed  through  misapplication  than  in  any  other  type 
of  package  handling  equipment.  In  many  cases  not  even 
ordinary  foresight  has  been  used  in  applying  the  proper 
conveyor  to  the  work  to  be  done,  and  yet  nothing  more 
than  a  reasonable  amount  of  imagination  and  study  of  con 
ditions  is  necessary.  As  an  instance  of  misapplication,  it 
is  not  uncommon,  because  of  changes  in  plant  layout  and 
routing,  to  find  Jines  of  gravity  conveyor  originally  de 
signed  to  handle  lumber  put  to  the  work  of  handling  boxes, 
bales,  or  irregular  objects  requiring  entirely  different  roller 
centers,  grades  and  strength.  In  some  such  cases  the  very 
fact  that  this  sectional  conveyor  is  so  easy  to  move  and 
capable  of  such  varied  use  has  resulted  in  its  being  turned 
to  such  extreme  uses  as  to  make  it  impossible  to  operate 
successfully. 

One  of  the  most  common  causes  of  adverse  prejudice, 
particularly  in  portable  work,  has  been  the  application  of 
much  heavier  conveyors  than  was  necessary,  and  with  sup 
ports  of  poor  design.  In  warehousing,  where  there  is  so 
much  moving  of  the  conveyor,  many  operating  men  have 
wisely  installed  very  light  conveyors  for  definite  classes  of 
lighter  packages,  such  as  cartons  and  cases  of  canned  goods, 
and  much  stronger  and  heavier  conveyors  for  the  heavier 
packages,  crates  and  packing  boxes.  In  many  cases  it  is 
better  to  install  the  lighter  portable  conveyor  in  the  full 


GRAVITY    ROLLER    CONVEYORS 


379 


knowledge  that  it  will  not  last  so  long,  but  knowing  that  it 
will  be  used  far  oftener  and  through  its  savings  pay  for  its 
replacement  many  times  over. 

General  Specifications 

Rollers.  The  rollers  should  be  from  2  in.  to  3  in.  in 
diameter,  preferably  2]/A  in.  to  2^  in.  of  steel  tubing,  hard 
wood,  cast  iron,  or  other  serviceable  material.  Whether  of 
cylindrical,  concave  or  tapered  shape,  they  should  be  so 
accurately  balanced  that  they  will  turn  freely.  Straight 
cylindrical  rollers  are  best  for  standard  flat-face  package 
conveying.  Concave  rollers  are  well  suited  to  round  ob 
jects,  generally  requiring  no  guard-rail.  Tapered  rollers 
are  used  on  curves  to  produce  a  banking  effect.  Wood 
rollers  are  not  usually  recommended  for  heavy  service  or 
continuous  outside  work.  In  many  cases,  however,  their 
light  weight  in  portable  duty  will  offset  their  shorter  life. 
The  strength  of  the  wood  rollers  may  be  somewhat  in 
creased  by  a  metal  ferrule  driven  onto  the  ends  of  the 
roller.  With  steel  rollers,  14  gage  and  16  gage  steel  tubing, 
preferably  seamless,  is  satisfactory  for  ordinary  package 
service,  while  for  heavy  duty  12  gage  or  10  gage  and  even 
5  gage  for  very  heavy  packages,  is  recommended. 

Length  of  Roller.  Whether  of  single  or  double  roller 
construction  the  width  of  the  conveyor  should  be  from  2 
in.  to  4  in.  more  than  the  width  of  the  packages  being 
handled.  It  is  satisfactory,  however,  for  steel,  or  other 
sheets,  large  boxes,  or  similar  well  balanced  packages  to 
overhang  the  ends  of  the  rollers  if  the  run  is  not  too  long. 
For  portable  work  there  is  a  decided  advantage  in  using 
the  shortest  roller  consistent  with  the  nature  of  the  package 
i.i  be  handled,  because  of  the  lighter  weight  of  the  sections. 
Roller  Heads.  The  bearing  cups  must  be  so  finished 
as  to  insure  the  shaft  running  in  the  true  center  of  the  roller. 
These  cups  should  be  so  securely  fixed  in  the  roller  by 
welding,  punching,  or  other  means  that  there  can  be  no 
chance  of  their  coming  loose. 

Center  to  Center.  Center  to  center  of  rollers  should 
be  such  that  ordinarily  smooth  packages  rest  on  three  roll 
ers  at  all  times.  If  the  surface  of  the  package  is  rough  the 
spacing  should  be  closer.  For  unusually  heavy  and  com 
pact  packages  it  is  necessary  to  provide  even  closer  centers, 
usually  3  in.  to  4  in.,  to  carry  the  weight. 

Bearings.  Accurately  made  bearings  are  necessary  in 
order  that  the  roller  will  turn  easily  about  its  true  axis. 
All  wearing  parts  should  be  case-hardened,  and  the  balls  or 
rollers  should  be  of  first  quality  steel.  It  is  recommended 
that  the  bearings  be  fixed  in  such  a  way  that  they  may  be 
easily  removed  for  cleaning  or  replacing.  The  shaft  should 
be  of  first  quality  steel,  preferably  cold-rolled,  whether  of 
stud  or  of  through  shaft  construction.  Bearing  shafts  are 
usually  from  54  in.  to  %  in.  in  diameter  for  ball  bearings, 
and  from  J4  in-  to  I1/*  in.  for  roller  bearings. 

Frame.  A  steel  frams  of  such  section  as  to  eliminate 
any  appreciable  deflection  under  full  load  of  packages  is 
essential.  The  sections  should  be  so  securely  cross-braced 
under  the  conveyor  and  between  the  rollers  as  to  form  a 
rigid  unit.  It  is  important  that  the  holes  for  the  shafts 
be  punched  so  accurately  that  the  rollers  are  truly  parallel 
to  each  other  and  at  right  angles  to  the  frame,  in  the  single 
roller  conveyor,  and  that  their  tops  form  one  plane  through 
out  the  section.  In  general,  8  ft.  or  10  ft.  sections  are  most 
satisfactory,  although  the  length  may  be  varied  to  fit  lo:al 
conditions. 

End  Connections.  The  end  connections  must  lock  the 
sections  one  to  another  so  that  there  will  be  smooth  transi 
tion  from  one  section  to  another.  In  a  portable  conveyor 


flexibility  of  use  requires  that  these  end  connections  be  as 
quickly  detachable  as  is  consistent  with  accurate  and  secure 
alignment. 

Side-Guards.  There  is  little  danger  of  packages  run 
ning  off  the  sides  of  a  properly  constructed  conveyor;  how 
ever,  with  certain  types  of  packages,  particularly  in  overhead 
installations  and  on  curves,  steel  or  wood-face  guards  are 
recommended.  To  make  easier  handling  on  and  off  the 
conveyor  the  guards  should  be  as  low  as  will  safely  protect 
the  package.  Although  the  distance  between  guards  should 
be  sufficient  to  provide  ample  clearance  for  the  largest 
package  to  be  handled,  the  distance  from  the  end  of  the 
rollers  to  the  guard  should  not  be  great  enough  to  allow 
the  smaller  packages  to  drop  into  the  space  between.  For 
certain  types  of  packages,  flanges  on  the  roller  ends  make 
very  satisfactory  guards. 

Supports.  The  gravity  conveyor  is  most  easily  sup 
ported  from  the  floor,  although  it  is  often  hung  from  the 
ceiling  or  secured  to  wall  brackets.  Floor  supports  are  of 
steel  angle  or  pipe  section.  The  portable  conveyor  should 
be  carried  on  supports  that  are  easily  moved  from  place  to 
place.  For  inside  work  casters  or  wheels  at  the  foot  of 
the  supports  are  very  satisfactory.  With  either  fixed  or 
portable  equipment  the  supports  should  have  as  much  ad 
justment  as  is  consistent  with  rigidity  and  strength.  Usual 
ly  one  support  for  each  8  ft.  or  10  ft.  section  is  sufficient, 
but  where  the  packages  to  be  handled  are  so  heavy  as  to 
cause  deflection,  two  supports  to  a  section  are  necessary. 
Curves.  Whether  of  double  roller,  differential  roller, 
tapered  roller,  or  straight  cylindrical  roller  construction, 
curves  should  be  of  such  radius  that  the  change  in  direction 
will  not  be  so  abrupt  as  to  cause  the  package  to  skid. 
For  the  usual  run  of  boxes  and  similar  short  packages 
radii  of  from  2  ft.  6  in.  to  6  ft.  to  the  outer  edge  of  the 
curve  are  satisfactory.  The  advantage  of  the  double, 
differential,  and  tapered  roller  lies  in  the  fact  that  the 
outer  ends  of  the  rollers  travel  faster  than  the  inner,  which 
helps  the  package  to  make  the  turn  without  skidding. 
For  portable  work  the  ends  of  the  curve  should  be  inter 
changeable. 

•  Switches.  Hinged  and  breeches  sections  should  be 
made  with  even  greater  accuracy  than  straight  sections,  par 
ticularly  as  to  adjustable  end  connections  and  transitions 
from  the  straight  sections.  The  control  of  these  adjust 
able  sections  may  be  local,  by  hand,  or  from  the  point  of 
dispatch,  by  light  cables  passing  over  pulleys. 

Grades.  The  proper  grades  at  which  the  gravity  con 
veyor  should  operate  vary  so  greatly  with  the  packages 
being  handled  and  the  type  of  bearings  used  that  only  ap 
proximate  figures  can  be  given.  For  ball  bearings  the 
grades  will  run  from  2  per  cent  for  heavy,  smooth-faced, 
packages  to  as  much  as  10  per  cent  and  even  greater,  for 
the  more  irregular  objects.  A  few  lines  of  gravity  are  in 
operation  at  a  grade  as  low  as  1.5  per  cent.  Such  low 
grades  are  usually  found  where  the  rollers  are  kept  turning 
continuously  by  the  constant  movement  of  packages.  For 
roller  bearings  grades  depend  mainly  on  the  type  of  bearing 
used,  but  in  general  they  require  greater  grades  than  do 
ball  bearings.  More  definite  grades  for  the  various  types 
of  packages  are  given  in  the  following  pages. 

Operation 

While  practically  all  gravity  conveyors  are  built  to  stand 
hard  usage  the  very  simplicity  of  construction  causes  a 
tendency  to  handle  this  type  with  less  than  ordinary  care. 
The  canning  plant  conveyor  is  a  good  example  of  this. 
The  end  of  the  season  often  finds  the  convevor  left  wet 


380 


CONVEYORS  AND  ELEVATORS  FOR  PACKED  MATERIAL 


and  dirty,  whereas  a  little  time  spent  in  cleaning  and  oiling 
at  this  time  would  leave  it  in  far  better  condition  for  the 
next  season's  work.  In  handling  such  materials  as  hollow 
tile,  brick,  etc.,  the  sand  and  grit  constantly  thrown  off  will 
cut  the  bearings  if  they  are  not  cleaned  out  more  often 
than  is  necessary  for  the  usual  service.  Probably  the 
hardest  service  required  of  the  gravity  conveyor  is  where 
it  is  subjected  to  chemical  fumes  or  acids,  or  to  constant 
dampness.  Keeping  the  bearings  well  greased  is  the  best 
preventive  of  the  action  of  chemicals  or  moisture  en 
ordinary  steel  bearings.  The  useful  life  of  the  conveyor 
can  also  be  prolonged  by  care  in  loading.  The  practice  of 
throwing  heavy  cases  from  piles  or  trucks  onto  the  rollers 
is  to  be  condemned,  but  where  careless  loading  is  unavoid 
able,  heavier  sections,  with  roller  bearings,  should  be  pro 
vided  at  the  loading  points.  The  economy  of  operation  of 
gravity  conveyors  in  any  plant  is  invariably  increased  by 
having  some  one  man  or  gang  of  men  thoroughly  trained  in 
the  proper  assembling,  handling  and  care  of  sections.  On  the 
larger  operations  rigging  gangs  save  a  lot  of  waiting  time  of 
laborers.  Even  more  important,  however,  is  thorough 
training  of  employees  in  the  possibilities  of  gravity  appli 
cation. 

As  a  sorting  and  distributing  system  the  gravity  con 
veyor  can  be  economically  used  by  placing  men  at  the 
various  transfer  or  switch  points  leading  to  side  lines,  or 
by  operating  these  switches  from  the  point  of  original  dis 
patch.  Where  certain  packages  must  be  handled  for  which 
the  set  grade  of  the  conveyor  is  too  great,  the  speed  may 
be  controlled  by  placing  short  thin  steel  plates  over  the 
rollers  at  convenient  points.  Such  plates  should  always  be 
used  at  points  where  chutes  deliver  to  the  gravity  at  a  sharp 
angle  to  prevent  the  packages  digging  in  between  the  roll 
ers. 

Where  it  is  not  convenient  to  set  the  gravity  conveyor 
on  a  grade  it  may  often  be  used  to  advantage,  with  regular 
sized  packages,  by  having  it  set  level  on  supports — or  even 
on  the  floor  for  very  heavy  packages — and  using  a  power 
booster  or  pusher  to  push  the  continuous  line  of  packages. 
Without  the  use  of  po\ver,  however,  this  operation  of  a 
gravity  conveyor  set  level  is  not  generally  economical,  ex 
cept  in  short  runs  as  in  pushing  parts  from  one  machine 
to  another  in  progressive  assembly.  This  caution  to  set  the 
conveyor  on  a  grade  where  power  is  not  employed  applies 
particularly  to  freight  handling,  where  the  tendency  of  many 
laborers  is  to  set  the  conveyor  practically  level  and  then 
stand  at  intervals  along  the  line  and  push  the  packages 
along.  The  use  of  short  power  boosters,  either  stationary 
or  portable,  as  aids  to  gravity  operation  has  been  so  suc 
cessful  that  a  careful  study  of  their  possibilities  will  be 
well  repaid. 

Metal   Products 

Rolls  of  Wire— Tote-Boxes— Parts 

There  has  been  a  rather  general  belief  that  the  gravity 
roller  conveyor  is  not  applicable  to  many  iron,  steel,  and 
similar  metal  products.  A  study  of  the  success  of  gravity 
in  handling  some  of  the  most  irregular  packages  is  the 
best  proof  of  its  great  range  of  adaptability.  Rolls  of 
wire,  stoves,  piston  rings  in  tote-boxes,  cases  of  fire-ex 
tinguishers,  even  washing-machines  and  automobiles  are 
handled  economically  between  machines,  departments  or 
buildings.  In  handling  hot  steel  parts  gravity  speeds  up 
an  otherwise  slow  operation.  Steel-bound  trays  and  tote- 
boxes  carry  small  parts  from  one  operation  to  the  next  as 
fast  as  they  are  finished.  Generally  it  is  an  installation  of 


small  units  here  and  there  rather  than  the  complete  system 
that  proves  the  most  economical.  ' 

For  this  service  the  rollers  should  be  of  steel.  For  the 
usual  industrial  service,  14  or  12  gage  tubing  with  extra 
heavy  bearings  is  satisfactory,  but  for  heavier  packages 
10  gage  to  5  gage  tubing  with  roller  bearings  is  better. 
Roller  widths  depend  entirely  upon  the  length,  width,  and 


Double  Rollers  Increase  Range  of  Use 

irregularity  of  the  bearing  surface  of  the  objects  to  be 
carried.  The  conveyor  should  be  permanently  fixed  in 
position  so  far  as  is  possible,  and  be  placed  convenient  to 
the  various  machines  to  be  served,  with  the  view  of  avoid 
ing  all  possible  lifting. 

Automobiles  and  Parts — Assembly 
Machine  Parts — Castings — Stampings 

Handling   machine    parts    on    a    roller    gravity    conveyor 
from  one  operation  to  another  saves  much  of  the  labor  of 


Differential  Rollers  Aid  Assembly 

lifting  or  attaching  crane  hooks  and  chains,  as  well  as 
the  loading,  moving,  and  unloading  of  hand  trucks. 
Smoothfaced  castings — carried  directly  on  the  rollers — 
v/ith  small  and  irregular  parts  on  trays,  move  in  an  orderly 
procession  from  the  first  operation  to  the  complete  as- 


GRAVITY    ROLLER    CONVEYORS 


381 


seinbly  of  the  machine.  It  is  not  always  the  complete' 
system,  but  more  frequently  an  installation  of  numerous 
short  lengths  between  machines,  that  makes  the  most  eco 
nomical  layout.  Where  used  as  process  conveyors  in  this 
way,  the  gravity  line  may  be  set  entirely  level,  and  the 
package  pushed  from  one  machine  to  another.  In  connec 
tion  with  haul-chains,  moving  continuously  or  intermit 
tently,  gravity  rollers  make  a  convenient  work  bench.  The 
almost  universal  success  of  machine  shop  installations — a 
success  based  on  very  careful  application  and  upkeep — bears 
out  the  assertion  that  wherever  dissatisfaction  with  a  grav 
ity  conveyor  occurs  it  can  almost  always  be  traced  to  im 
proper  application,  use,  or  attention. 

As  machine  work  is  usually  heavy  duty,  larger  bearings 
than  the  average  should  be  used.  The  rollers  should  be  of 
steel,  about  16  in.  long,  and  spaced  to  suit  the  size  and 
weight  of  the  package,  generally  5  in.  Ordinarily  side- 
guards  are  unnecessary  and  interfere  with  the  handling  of 
parts  on  and  off  the  conveyor.  The  heavy  weights  of  the 
machine  parts  generally  permit  the  conveyor  to  be  op 
erated  on  a  very  slight  grade,  often  as  low  as  2  per  cent, 
with  free-running,  ball-bearing  conveyor.  While  such  in 
stallations  need  not  be  permanently  fixed  in  position,  caster 
supports  are  usually  unsatisfactory  unless  locked  to  tin- 
floor. 

Foundries 
Pig  Iron — Castings — Flasks — Cores 

In  the  foundry  yard,  portable  sections  of  gravity  con 
veyor  are  used  in  moving  pigs  of  iron,  lead,  copper  and 
similar  raw  materials  from  the  cars  to  stock  piles,  and 
from  storage  to  manufacturing  processes.  Lines  of  gravity 
conveyor  within  the  foundry  speed  up  the  moving  of 
cores,  flasks  and  rough  castings.  This  type  of  gravity 
conveyor  is  heavier  than  the  average,  and,  as  a  rule, 
portable  sections  should  be  planned  to  be  moved  as  little 
as  possible.  By  careful  layout  of  the  conveyor  lines  this 
is  more  easily  accomplished  than  it  would  seem  from  a 
casual  consideration. 

Rollers  should  he  of  steel,  from  6  in.  to  16  in.  long,  with 
centers  closely  spaced,  3  in.  or  4  in.  For  pigs  or  other 


Steel   Rollers   Are   I  sed   for   Handling   Rough    Material 

irregular  objects  low  side-guards  are  advisable.  Grades  of 
from  4  per  cent  to  8  per  cent  are  usual.  With  heavy 
packages  of  fairly  regular  shape  the  guards  should  be 
omitted  in  order  to  facilitate  the  handling  on  and  off  the 
conveyor. 

Since  hard  service  is  usually  required  of  a  foundry  con 
veyor,  extra  heavy  bearings  are  recommended.  When  the 
conveyor  is  used  out  of  doors  or  .where  much  sand  and 
dust  is  being  thrown  off  by  the  packages,  care  must  be 
taken  to  keep  the  bearings  well  oiled  but  not  to  allow  oil 


to  collect  the  dust.  Because  of  the  rough  and  irregular 
surface  of  the  packages  to  be  handled  a  greater  grade  is 
required  than  for  ordinarily  smooth  packages. 

Structural  Steel 
Plates — Shapes 

The  possibility  of  handling  large  flat  objects  much  wider 
than  the  conveyor  rollers  considerably  broadens  the  scope 
of  gravity  conveying.  Sheets  of  steel  and  similar  ma 
terials,  such  as  bars,  rails  and  other  sections,  travel 


Handling  Flat  Stock  on  Double  Rollers 

smoothly  on  either  curved  or  straight  sections  from  the 
cars  to  stock  piles,  or  from  storage  to  the  punches,  shears, 
or  other  machines.  In  moving  these  heavy  pieces  from  one 
operation  to  another  with  the  least  manual  labor  or  time, 
the  gravity  conveyor  serves  a  most  useful  purpose.  Its 
portability  makes  it  economical  even  in  the  most  congr-  >1 
places. 

For  such  heavy  duty  the  rollers  should  be  of  steel,  wiih 
extra  heavy  bearings  and  rollers,  preferably  10  Rage  or  12 
gage  seamless  tubing.  For  the  heavier  pieces  even  5  gage 
lulling  is  none  too  heavy.  For  this  work  roller  bearings 
are  often  better  than  ball  bearings,  particularly  at  the  load-  ' 
ing  sections,  because  of  their  greater  strength.  Roller 
lengths  of  24  in.  to  36  in.  are  usual  for  handling  such  plates, 
with  centers  spaced  from  6  in.  to  12  in.,  depending  on  the 
length  of  pieces  to  be  handled.  While  it  may  occasionally 
be  necessary  to  use  side-guards,  these  are  generally  incon 
venient.  The  grades  required  are  small — from  2  per  cent 
to  4  per  cent  in  a  ball-bearing  conveyor — because  of  the 
smoothness  and  weights  of  the  packages  handled.  In  fact. 
in  many  plants  the  conveyors  are  installed  in  a  level  posi 
tion  and  the  pieces  are  pushed  from  one  machine  to  an 
other.  This  type  of  conveyor  is  heavy,  and.  while  thor 
oughly  portable,  it  should  be  fixed  in  position  as  far  as 
possible.  When  portable  sections  are  required,  these  should 
be  mounted  on  caster  supports  which  can  be  locked  to  the 
floor. 

Lumber  and  Wood  Products 

Boards — Lath — Shingles — Timbers 

liy  eliminating  trucking  from  the  car  to  the  pile,   from 

the  pile   to   manufacturing  processes,  and   for  many   other 

purposes   in   furniture,   box-making  and   similar  industries, 

the  gravity  roller  conveyor  makes  a  distinct  saving  in  the 

handling   of   lumber.     Improved   details    in    bearings,    with 


382 


CONVEYORS  AND  ELEVATORS  FOR  PACKED  MATERIAL 


quick-set-up  supports  and  end-connections,  have  made  this 
type  of  conveyor,  particularly  because  of  its  portability, 
very  efficient  and  satisfactory  for  outside  service  in  lumber 
yards  and  on  building  operations. 

Because  of  its  lower  first  cost  and  lighter  weight  the 
wood  roller  conveyor  is  used  extensively  for  lumber.  Steel 
rollers,  however,  have  the  advantage  of  greater  strength 
and  wearing  qualities  where  the  conveyor  is  constantly 
exposed  to  the  weather.  The  rollers  should  be  from  12  in. 
to  18  in.  in  length,  depending  on  the  average  width  of  the 
boards  to  be  carried.  A  roller  spacing  of  approximately 
12  in.  is  best,  although  15  in.  or  18  in.  is  not  too  great 
for  the  longer  boards.  For  handling  shingles,  lath  and 
other  shorter  packages,  this  spacing  should  not  be  over  8 
in.  For  heavy  timbers  extra  heavy  rollers,  frame,  and 


From  Car  to  Lumber  Pile 

bearings  should  be  used,  especially  at  the  loading  section. 
\Yith  the  heavier  timbers  roller  bearings  are  often  more 
satisfactory  than  ball  bearings,  because  of  their  greater 
strength.  The  supports  should  be  light,  strong  and  easily 
adjusted  for  the  portable  gravity  conveyor. 

Where  the  run  is  more  than  about  100  ft.,  or  the  set-up 
is  likely  to  be  irregular,  it  is  better  to  use  low  side-guards. 
It  is  seldom  practicable  to  handle  lumber  on  curved  sec 
tions,  although  it  is  thoroughly  possible  to  make  slight 
bends  in  the  line,  or  to  set  the  entire  line  on  somewhat  of 
a  curve.  Because  of  the  light  weight  of  the  boards  a  grade 
of  from  4  per  cent  to  6  per  cent  is  advisable,  and  for 
handling  irregular  boards,  laths,  or  shingles,  a  greater  grade 
is  necessary,  depending  on  the  irregularity  and  weight  of 
the  carrying  surface  of  the  package. 

In  moving  the  portable  conveyor  from  one  position  to 
another,  a  little  extra  time  spent  in  securing  a  proper 
set-up  will  be  well  repaid. 

\\  hen  the  conveyor  is  not  to  be  used  for  long  periods 
in  certain  seasons,  it  should  be  taken  indoors  for  storage. 

Brick  and  Tile 
Brick— Hollow  Tile 

In  the  unloading  of  kilns,  particularly  brick,  the  gravity 
roller  conveyor  eliminates  the  back-haul  of  empty  wheel 
barrows.  Because  of  its  sectional  make-up  it  can  be  rapid 


ly  set  up  and  extended  as  the  kiln  is  unloaded.  Brick  are 
handled  directly  and  economically  from  storage  piles  to 
cars  in  brick  yards,  or  from  cars  to  storage  in  material 
yards. 

Steel  rollers  should  be  used  to  withstand  the  constant 
abrasion  of  the  brick.  Since  the  bricks  are  usually  handled 
in  threes  or  fours,  a  roller  length  of  12  in.  or  14  in.  is 
usual.  The  short  length  of  the  brick,  with  its  liability  to 
uneven  surface,  requires  close  roller  centers,  generally  3 
in.  or  4  in.  Because  of  the  light  weights  to  be  handled, 
the  bearings  may  be  lighter  than  in  a  standard  package 
conveyor.  Ordinarily,  the  bricks  are  too  irregular  to  run 
far  on  gravity  without  low  side-guards,  either  attached  to 
the  side  frames  or  in  the  form  of  flanges  on  the  roller 
ends.  Fairly  regular  shaped  brick  require  grades  of  from 
4  per  cent  to  6  per  cent  for  ball-bearing  gravity,  while  tiles 
generally  require  from  6  per  cent  to  10  per  cent  because  of 
their  more  uneven  surface. 

Because  portability  is  practically  always  demanded  of  a 
brick  conveyor,  particular  attention  should  be  paid  to  quick 


Flanged    Rollers   and    Booster   Aid  in   Loading 

set-up  end  connections  and  supports.  The  sections  should 
be  as  light  as  is  consistent  with  the  service  required.  In 
passing  over  the  conveyor  the  bricks  throw  considerable 
sand  and  dust,  and  for  this  reason  the  ball  bearings  require 
special  care;  in  oiling  them  precautions  must  be  taken  not 
to  leave  a  surplus  of  oil  to  attract  the  dust. 

Building  Materials 
Tile — Bags  on  Pallets — Lumber 

In  supply  yards  and  on  building  sites,  the  gravity  conveyor 
handles  a  wide  variety  of  materials — tile,  concrete  blocks, 
rolls  of  building  paper,  and  even  bags  of  cement  on  pallets. 
It  loads  or  unloads  them  from  cars  or  trucks,  or  conveys 
materials  from  storage  piles  to  the  workmen.  Because  it 
operates  in  a  minimum  of  space  it  is  useful  in  conserving 
valuable  storage  room  and  avoiding  confusion  on  con 
gested  construction  operations.  In  large  concrete  opera 
tions  lines  of  gravity  are  used  economically  for  the  hand 
ling  of  form  lumber  from  the  cars  to  the  piles  or  to  the 
saws.  The  use  of  occasional  power  boosters  makes  it 
possible  to  use  the  gravity  conveyor  over  wider  areas. 

The  rollers  should  be  of  steel  to  withstand  the  constant 
abrasion  of  the  rough  objects  handled.  They  should  be 


GRAVITY    ROLLER    CONVEYORS 


383 


from  12  in.  to  18  in.  in  length  and,  because  of  the  smaller 
objects  to  be  handled,  such  as  brick  and  tile,  they  should 
be  closely  spaced,  from  3  in.  to  4  in.  Low  side-guards  or 
flanges  on  the  rollers  are  advisable  to  insure  satisfactory 
travel  of  the  more  irregular  packages.  Ready  portability 
is  generally  an  essential  for  this  service ;  therefore  the  end 
connections  and  supports  should  be  so  designed  as  to  be 


Roller    Gravity    Convenient    in    Construction 

quickly  set  up,  and  the  sections  should  be  as  light  as  is  con 
sistent  with  durability.  Because  the  conveyor  is  used  out 
of  doors  and  constantly  handles  packages  that  throw  off 
considerable  sand  and  dust,  especial  attention  must  be  paid 
to  the  oiling  and  care  of  bearings.  Fairly  regular  hollow 
tile  and  brick  require  grades  of  from  4  per  cent  to  8  pei 
cent. 

Canning  and  Packing 
Baskets  of  Fruit — Cartons — Boxes — Tubs 

In  canning  and  preserving  plants  the  gravity  roller  con 
veyors  speed  up  the  handling  of  perishable  products  and 
make  the  most  of  a  short  working  season.  Baskets,  boxes 
and  tubs  of  fruit  and  vegetables  are  brought  from  the  trucks 
or  receiving  platforms  on  such  conveyors  to  temporary  stor 
age  or  to  the  packers  and  washers.  Likewise,  empty  boxes 
and  box-shooks  are  conveyed  from  the  cars  to  storage  or 
to  the  box-shop,  and  thence  supplied  to  the  packers.  From 
the  packing  tables,  lines  of  gravity  conveyors  carry  the 
filled  cases  to  the  warehouse  or  to  the  labeling  machines 
and  shipping  room  for  distribution.  In  many  plants  the 
same  lines  of  portable  conveyor  are  used  to  serve  these 
various  purposes.  One  of  the  chief  economies  is  in  loading 
cars  quickly  from  storage,  the  labeling,  nailing  and  marking 
on  gravity  being  done  while  in  transit. 

For  this  service  wood  rollers  have  the  advantage  of 
lightness  and  portability  and  are  widely  used,  but  where 
the  conveyor  must  handle  boxes  with  rough  projections  or 
metal  bindings,  or  baskets  with  rough  bottoms,  or  be 
continually  exposed  to  the  weather,  steel  rollers  should  be 
used.  A  roller  length  of  from  12  in.  to  16  in.  is  usual. 
Rollers  may  be  spaced  from  3  in.  to  6  in.  center-to-center, 
the  closer  spacing  being  required  for  baskets  or  for  boxes 
carried  cross-wise  of  the  conveyor.  Guard-rails  are  prac 
tically  essential  for  baskets,  although  generally  they  are 
not  required  for  boxes  or  cartons  except  on  curves  or 
overhead  installations.  For  baskets,  grades  of  from  5  per 
cent  to  10  per  cent  are  generally  required  because  of  the 
more  or  less  rough  bottoms  of  the  packages.  Because  this 
service  requires  easy  portability,  attention  should  be  given 
to  quick  set-up  supports  and  connections.  Since  canning  is 


a  seasonable  business,  it  is  necessary  to  see  that  the  con 
veyor  sections  are  carefully  cleaned  and  oiled  when  stored 
at  the  end  of  each  season. 

Confectioners  and  Bakers 
Bags — Cartons — Caddies — Boxes — Barrels 

In  bakeries  and  confectionery  plants  the  gravity  conveyor 
is  used  to  unload  sugar,  flour  and  other  raw  materials  in 
bans,  barrels  and  boxes  from  the  cars  to  the  storage  or 
mixing  rooms.  The  handling  of  bags  is  made  possible  by 
the  use  of  pallets,  and  many  ingenious  methods  have  been 
devised  for  returning  the  pallets  after  discharge.  In  the 
packing  rooms  lines  of  gravity  conveyor  bring  a  constant 
supply  of  empty  boxes  or  cartons  to  the  packers.  Other 
lines  remove  the  packed  boxes  to  storage,  or  carry  them 
through  the  processes  of  weighing,  sealing,  and  marking  tc 
the  shipping  room  and  from  storage  rooms  to  trucks  or 
cars.  Used  with  spiral  chutes,  this  conveyor  forms  a  most 
economical  gravity  system. 

For  pallets  of  the  usual  4  ft.  or  5  ft.  length  the  rollers 
should  be  spaced  on  about  6-in.  centers,  although  8-in.  and 
even  10-in.  centers  will  serve.  Roller  lengths  of  from  16 
in.  to  24  in.  are  usual.  In  general,  side-guards  are  not  nec 
essary.  For  smooth,  well-made  pallets  grades  of  from 


Unloading  from  Cars  to  Storage 

3  per  cent  to  5  per  cent  are  sufficient  with  the  ball-bearing 
conveyor.  When  convenient,  the  lines  of  gravity  conveyor 
should  be  fixed  in  position,  with  hinged  or  portable  sections 
at  the  passageways.  If  dust  or  moisture  are  present  the 
rollers  should  have  such  occasional  cleaning  and  oiling  as 
is  convenient  without  removing  the  bearings. 

Dairies 

Cans — Cases  of  Bottles 

In  conveying  from  street  or  car  platforms  to  automatic 
elevators  or  refrigerator  room,  and  for  numerous  other  such 
purposes  in  dairies,  ice-cream  plants,  and  similar 
industries,  the  gravity  conveyor  handles  milk  cans  most 
economically.  By  passing  the  cans  over  a  section  of 
gravity  conveyor  attached  to  a  platform  scale  the  weight 
of  each  can  may  be  rapidly  recorded  in  transit.  Cases  of 


384 


CONVEYORS  AND  ELEVATORS  FOR  PACKED  MATERIAL 


bottles  or  cans,  both  solid  and  open  bottom,  are  handled 
through  the  processes  of  packing,  washing,  filling  and  ship 
ping. 

Close  roller  centers,  from  3  in.  to  4  in.,  are  required  on 
account  of  the  height  and  relatively  small  base  of  the  can. 
Roller  lengths  of  14  in.  or  16  in.  are  recommended  to  ac 
commodate  the  largest  cans.  For  this  service  sUel  rollers 
are  much  better  than  wood.  Because  of  the  shape  of  the 
can  side-guards  are  practically  essential.  These  may  be 
omitted  at  loading  and  unloading  points  to  facilitate  the 


tions.  With  ball-bearings,  grades  of  from  3  per  cent  to  5 
per  cent  are  usual  for  smooth  bottom  cases.  The  packing- 
table  section  may  well  be  set  level,  and  the  filled  boxes 


Weighing  on   Gravity  Conveyor 

handling.     For   cans,   grades   of   from  5   per  cent   to  >S  per 
cent  are  usual,  with  a  ball  bearing  conveyor. 

As  far  as  possible,  can  conveyors  should  be  kept  close  to 
the  floor  to  save  labor  in  lifting  the  cans.  Because  of  the 
extensive  use  of  water  for  purposes  of  sanitation  the  bear 
ings  require  more  attention  for  oiling  and  cleaning  than  for 
the  gravity  conveyor  used  under  ordinarily  dry  conditions. 
Where  a  scale  section  is  used  it  must  be  kept  separate  from 
the  fixed  sections  adjoining.  Also,  to  prevent  inaccuracy  in 
the  operation  of  the  scale,  special  care  must  be  taken  to 
keep  it  free  from  accumulations  of  foreign  matter  which 
would  affect  the  weighing. 

Bottling 
Cases  of  Bottles — Boxes — Trays — Cartons 

Xo  application  of  gravity  conveyor  offers  more  oppor 
tunity  for  economy  than  the  automatic  delivery  of  empty 
cases  and  materials  to  the  packers,  and  the  removal  of 
cases  after  they  are  filled.  With  a  carefully  planned  in 
stallation  lost  motion  is  reduced  to  a  minimum  and  this 
usually  congested  operation  is  speeded  up.  In  other  de 
partments  gravity  is  used  to  unload  incoming  materials 
to  storage,  and  carry  cans,  barrels,  and  cases  of  bottles 
between  washing,  filling,  labeling,  and  other  operations. 
Used  with  short  spiral  chutes  or  power  boosters,  the  gravity 
roller  conveyor  performs  practically  all  the  package  hand 
ling  operations  in  many  plants. 

For  the  packing-table  section  the  rollers  may  be  of 
either  steel  or  wood,  preferably  steel,  from  14  in.  to  24  in. 
long.  It  is  best  to  use  closer  centers,  3  in.  to  5  in.  and 
heavier  bearings  and  supports  where  the  packing  is  done, 
and  the  usual  4-in.  to  8-in.  centers  for  the  conveying  sec 
tions.  For  this  service,  guards  are  generally  not  necessary, 
except  on  the  outside  of  curves  and  for  overhead  installa- 


Packing  on  Gravity  Conveyor 

pushed  along  to  where  the  inclined  conveyor  line  starts. 
The  conveyor  section  which  delivers  the  cases  to  be  filled 
gives  the  maximum  service  if  it  is  arranged  to  deliver  in 
front  of  the  operator,  and  slightly  above  the  packing-table, 
thus  eliminating  unnecessary  movements. 

Cylindrical  Objects 
Boilers — Shells — Linoleum — Paper — Shafting 

The  development  of  concave  rollers  has  opened  many  new 
opportunities  for  the  economical  use  of  the  gravity  con 
veyor.  Set  in  continuous  lines,  convenient  to  the  op- 


Machine  Shop  Routing 

erator,  it  is  very  serviceable  in  handling  heavy  cylindrical 
objects  from  one  machine  to  another.  The  concave  rollers 
successfully  overcome  the  tendency  of  such  objects  to  roll 
from  side  to  side.  While  straight  rollers  can  be  used  with 
a  side  guard,  in  most  cases  the  resulting  rubbing  of  traveling 
packages  on  this  guard  is  very  objectionable.  The  guard  is 
unnecessary  with  the  concave  rollers  and  it  becomes  more 


GRAVITY    ROLLER    CONVEYORS 


convenient  to  load  and  unload  the  conveyor  at  any  point. 
The  rollers  are  usually  made  of  cast  iron  or  hard  wood. 
A  roller  length  of  6  in.  to  8  in.  is  recommended  for  articles 
up  to  about  18  in.  in  diameter.  The  roller  spacing  depend  •> 
upon  the  length  of  the  packages,  from  4-in.  to  8-in.  centers 
are  usual.  Because  the  objects  handled  on  concave  rollers 
are  generally  heavy,  and  the  service  required  much  harder 
than  ordinary,  extra  heavy  bearings  are  advisable.  Be 
cause  of  their  greater  strength,  roller  bearings  are  much 
used  for  the  heaviest  service.  The  concave  shape  of  the 
rollers  requires  that  curves  of  small  radius  be  avoided 
where  it  is  necessary  to  change  the  direction  of  travel. 
\\hili  a  slight  grade  is  advantageous,  it  is  not  essential, 
and  when  set  level,  the  cylinders  may  be  pushed  along  from 
one  operation  to  another.  Because  the  concave  roller  is 
heavier  and  naturally  more  sluggish  than  the  straight 
roller,  the  sections  should  be  set  on  grades  of  from  1  per 
cent  to  3  per  cent  greater  than  for  straight  roller  gravity. 

Car  Loading 
Crates — Cases — Boxes — Cartons 

Lines  of  gravity  conveyor  running  down  the  loading  plat 
forms  are  solving  many  problems  of  loading  and  unloading 
cars  on  limited  trackage  and  within  the  free  time  allowed 
by  the  railroads.  Portable  sections,  with  switches  and 
curves,  extending  into  the  cars,  convey  the  packages  to  the 
men  in  any  car,  and  save  time,  labor  and  confusion  in  load 
ing.  In  general,  permanent  installations — where  conveni 
ent,  installed  over-head — with  movable  switch  sections  are 
most  satisfactory  for  this  work. 

Steel  rollers  give  much  better  satisfaction  than  wood  for 
handling  crates,  since  the  crates  are  frequently  rough  in 
character  or  wire-hound.  Because  of  the  open  or  slat  con 
struction  of  the  crate  the  rollers  should  be  of  sufficiently 
greater  length  to  avoid  its  overhanging  the  ends  of  the 
rollers.  Side  guards  are  the  best  insurance  of  this.  Crates 
with  cleats,  batons,  or  heavy  wire  binding  must  travel  in 


are  not  conveniently  located,  much  time  may  be  saved  by 
running  portable  lines  of  gravity  conveyor  direct  from  the 
storage  piles,  through  windows,  to  the  cars  on  the  siding. 

Truck  Loading 
Miscellaneous  Packages 

The  rapidly  increasing  use  of  large,  expensive  trucks 
has  increased  the  use  of  the  gravity  conveyor  for  cutting 
down  the  waiting  time  at  the  loading  platforms.  In  many 


Distribution   by   Switches 

the  direction  of  these  cleats.  While  smooth  bottom  crates 
will  travel  on  grades  of  from  4  per  cent  to  6  per  cent, 
flimsy,  loosely  built  crates  require  more  fall  per  foot. 
Care  must  be  taken  that  the  contents  of  the  crates,  by 
projecting  or  falling  from  the  packages,  do  not  interfere 
with  the  smooth  operation  of  the  rollers.  Where  doorways 


Saving  Time  of  Trucks 

plants  lines  of  gravity  conveyor  are  filled  with  practically 
a  complete  truck  load  of  packages  before  the  truck  arrives. 
Then,  with  a  quick  set-up  portable  section  in  the  truck,  the 
loading  is  done  in  the  shortest  possible  time.  Used  as  a 
temporary  storage  place,  in  this  way,  the  lines  of  gravity 
conveyor  will  hold  a  greater  volume  of  packages  if  several 
packages  are  piled  on  top  of  each  other.  The  fact  that  the 
truck  bed  and  platform  are  not  at  the  same  level  really  in 
creases  the  economy  of  this  application  over  the  meth 
od  of  carrying  packages,  often  too  heavy  for  one  man, 
from  the  warehouse  truck  to  the  street  truck. 

For  the  great  variation  in  package  sizes  usual  in  this 
wi  rk,  stvel  rollers  from  14  in.  to  18  in.  long  and  placed 
on  about  4-in.  centers  are  best.  Ordinarily  no  guard  fail 
is  necessary.  If  the  sections  are  to  be  moved,  caster  sup 
ports  save  much  lifting,  and  are  practically  essential  on  the 
section  in  the  truck.  This  portable  section  may  well  be  of 
lighter  construction  throughout  than  the  others,  to  make 
handling  easier,  in  which  case  it  may  easily  be  handled  by 
one  man.  Such  lines  of  gravity  conveyor  are  often  set  up 
practically  level  on  the  warehouse  floor,  and  the  entire  line 
of  packages  pushed  onto  the  truck. 

Textiles 
Pallets — Trays — Baskets — Boxes 

In  textile  mills  the  use  of  pallets,  trays  and  tote-boxes 
has  made  possible  the  use  of  the  gravity  conveyor  to  handle 
bags,  bales,  rolls  of  cloth,  bundles,  bobbins,  and  many  other 
objects.  Although  the  necessity  of  returning  the  carriers 
to  the  loading  points  limits  somewhat  the  range  of  this 


386 


CONVEYORS  AND  ELEVATORS  FOR  PACKED  MATERIAL 


application  of  gravity  conveyor,  many  ingenious  means 
have  been  devised  to  overcome  this  difficulty.  If  the  trays 
are  light  and  compact,  and  the  distance  not  too  great,  they 
may  be  stacked  and  many  of  them  at  a  time  pushed  back 
by  hand  on  the  gravity  conveyor. 

This  method  of  using  the  gravity  conveyor  is  mainly 
applicable  to  short  runs  of  10  ft.  to  75  ft.,  and  for  station 
ary  installations.  Where  it  is  convenient,  the  pallets  may 
be  returned  on  another  line  of  gravity,  or  power  conveyor, 


too  great.     Well  designed  racks  or   special   carriers,   to  fit 
the   particular   glass   object   or   operation,   are   necessary   to 


Handling  Rolls  of  Cloth  on  Pallets 

running  in  the  opposite  direction,  in  which  case  the  systems 
may  be  more  extensive  and  economical. 

Steel  rollers  are  most  satisfactory  for  this  work,  al 
though  if  the  pallets  can  be  kept  smooth  on  the  bottom,  and 
free  from  nails  and  projections,  wood  rollers  may  well  be 
used.  Where  long  pallets  are  used  roller  centers  as  great 
as  10  in.  will  serve.  If,  as  is  often  the  case,  however, 
heavy  loads  are  concentrated  on  the  carrier,  5  in.  to  8  in. 
centers  will  be  required  to  insure  the  necessary  strength. 
For  pallets  with  a  fairly  smooth  travel  surface,  grades  of 
from  3  per  cent  to  5  per  cent  are  usual. 

Glass 

Racks — Trays — Cartons — Boxes 

Xot  only  in  the  warehousing  of  glass  products,  but  in 
conveying  them  between  the  various  finishing  operations  in 
the  processes  of  manufacture,  the  gravity  conveyor  is  ex 
tensively  used  to  handle  glass.  Because  of  the  smoothness 
of  operation  of  this  conveyor  the  most  fragile  objects,  either 
on  trays  or  loose  in  boxes,  are  handled  without  breakage. 
The  ease  of  transition  from  gravity  to  power  conveyors  or 
elevators  adds  to  the  effectiveness  of  gravity  handling. 
In  bottle  and  similar  glass  plants  lines  of  gravity  conveyor 
carry  the  packed  cartons,  boxes,  or  crates  from  the  packers 
to  storage  or  shipping  rooms.  For  this  purpose  overhead 
distribution  systems  are  probably  most  effective,  with 
switches  at  desired  points  to  divert  the  packages  to  ad 
justable  chutes  leading  to  cars  or  storage  piles.  From  the 
lumber  yard  or  crate  shop  gravity  conveyors,  often  in 
connection  with  short  power  boosters,  are  useful  in  carry 
ing  packing  materials  to  the  packers. 

Steel  rollers  of  from  16  in.  to  24  in.  in  length  are  best, 
with  a  spacing  of  6  in.  to  8  in.,  or  even  10  in.  for  the 
longer  racks.  For  ball  bearing  conveyors  a  grade  of  from 
3  per  cent  to  4  per  cent  is  usual,  although  for  handling 
flexible  paperboard  cartons  a  grade  of  6  per  cent  is  none 


Handling  Fragile  Objects  in  Racks 

insure   the    successful    and   economical    operation   of   roller 
gravity  for  glass  handling. 

Wholesale   Houses 
Hampers — Baskets — Boxes 

The  standardization  of  containers  for  making  up  and 
shipping  orders  has  enabled  the  roller  gravity  conveyor  to 
be  applied  very  economically  to  wholesale  and  mail  order 
houses.  These  gathering  baskets  bring  within  the  scope  of 
gravity  conveying  practically  all  of  the  packages  handled. 
Used  alone,  or  in  systems  with  belt  conveyors  and  spiral 
chutes,  lines  of  gravity  conveyors  form  a  very  direct  dis 
tributing  medium.  By  hanging  the  sections  from  the  ceil 
ing  and  lowering  the  packages  to  the  wrapping  and  packing 
tables  on  straight  chutes  or  short  spirals  the  working  floor 
areas  are  kept  clear.  In  wholesale  dry  goods  houses  in 
coming  cases  are  conveyed,  and  even  temporarily  stored, 
on  lines  of  gravity  conveyors. 

For  this  light  service  wood  rollers  are  very  satisfactory, 
although  steel  rollers  are  to  be  preferred.  Roller  lengths 
of  from  16  in.  to  18  in.  are  usual,  with  centers  spaced 
from  4  in.  to  6  in.  For  either  overhead  or  floor  installa 
tions  light  side  guards  should  be  used,  because  of  the  rather 


Overhead   Distribution    Saves   Floor    Space 

irregular  travel  surface  of  the  containers  used.     Grades  of 
from  4  per  cent  to  6  per  cent  are  customary,  although  8 


GRAVITY    ROLLER    SPIRALS 


per  cent  or  even  greater  is  necessary   where   the  packages 
are  very  light. 

Freight  Handling 
Miscellaneous  Freight 

While  the  miscellaneous  character  of  general  freight  limits 
somewhat  the  use  of  the  gravity  conveyor,  a  very  large 
proportion  of  warehouse  and  marine  freight  is  thoroughly 
adaptable  to  gravity  handling.  With  the  development  of 
light,  readily  portable  sections  has  come  increased  knowl 
edge  of  the  possibilities  of  gravity  operation.  The  greatest 


awkward. 
justable. 


The    supports    should    be    light    and    easily    ad- 


Distribution  by  Adjustable   Curve   Sections 

economy  comes  through  the  use  of  short  runs  of  from  50 
ft.  to  ISO  ft.  for  loading  or  unloading  cars,  ships,  barges, 
or  trucks.  'For  the  larger  operations  well  trained  rigging 
gangs  save  the  idle  time  of  laborers  and  insure  better  use 
of  the  equipment.  In  some  warehouses  short  power  boost 
ers  are  used  to  extend  the  usefulness  of  the  gravity  con 
veyor. 

Steel  rollers  are  advisable  because  of  the  rough  work  to 
be  done.  Roller  centers  of  5  in.  are  good,  although,  if 
none  of  the  packages  are  too  short  to  travel  smoothly,  it 
is  better  to  use  6  in.  because  of  the  resulting  lighter  weight. 
For  the  same  purpose  of  reducing  weight,  it  is  well  to 
have  the  conveyor  as  narrow  and  as  light  in  general  con 
struction  as  is  consistent  with  the  packages  to  be  handled. 
Side-guards  are  generally  not  necessary,  and  make  handling 


Loading  Cars  from  Storage 

Boxes — Cartons — Cases 

The  rapidly  increasing  use  of  the  gravity  conveyor  sup 
ported  from  the  ceiling  and  leading  from  various  storage 
rooms  out  to  lines  of  cars  is  the  result  of  careful  study 


Switches   Divert  Packages  to   Cars 

of  the  actual  savings  possible  with  such  extensive  systems. 
Such  a  layout  combines  the  use  of  portable  chutes  and 
gravity  sections  with  fixed  gravity  conveyors.  The  dis 
tributing  lines  are  loaded  by  means  of  chutes  from  the 
floor  above  the  conveyor.  Switches,  with  cither  local  or 
remote  controls,  divert  the  packages  to  the  proper  car. 
Light  portable  chutes  extending  into  the  cars  reduce  even 
further  the  labor  of  loading.  Such  distribution  systems 
have  been  found  especially  applicable  to  the  food  product 
industries,  such  as  raisin  packing,  wholesale  tea  and  coffee 
houses,  and  cereal  packing  to  warehouses  handling  a  rea 
sonably  uniform  range  of  packages,  and  to  a  very  great 
number  of  manufacturing  plants. 

For  this  service  steel  rollers  are  usual,  with  centers  of 
from  4  in.  to  6  in.,  and  rollers  16  in.  to  24  in.  in  length 
for  the  general  run  of  boxes.  Guards  should  be  used  on 
such  overhead  installations,  mainly  fur  reasons  of  safety 
of  employees.  With  ball  bearing  conveyors  grades  of  from 
3  per  cent  to  S  per  cent  are  satisfactory  for  handling  fairly 
smooth  faced  packages. 


Gravity  Roller  Spirals 


The  gravity  roller  spiral  offers  an  economical  means  of 
lowering  fragile  packages  which  must  be  handled  with 
exceptional  care.  Any  package  which  will  travel  on  a  grav 
ity  roller  conveyor  can  be  lowered  directly  on  the  rollers, 
while  the  use  of  pallets,  trays,  or  tote-boxes  permits  the  suc 
cessful  handling  of  small  parts  and  irregular  objects.  This 
makes  a  roller  spiral  specially  applicable  to  manufacturing 
purposes.  This  type  of  spiral  may  be  used  as  temporary 
storage  for  even  the  most  fragile  packages,  since  they  will 
start  or  come'  to  rest  easily  and  evenly  on  the  roller  runway. 
Thus  a  full  load  of  packages  may  be  allowed  to  back  up 
on  the  spiral  and  as  the  lowest  packages  are  removed,  the 
load  will  automatically  travel  downward  without  danger 
of  breakage  from  the  impact  of  one  package  against  an 


other.  This  feature,  by  eliminating  the  loading  and  un 
loading  of  hand  trucks,  materially  decreases  the  cost  of 
handling  between  operations. 

The  conveying  capacity  of  the  roller  spiral  is  practically 
unlimited,  depending  only  on  the  grade  at  which  the  run 
way  is  set.  For  such  packages  as  barrels  on  end,  filled 
tote-boxes,  or  trays  with  easily  disarranged  contents,  the 
roller  runway  spiral  is  more  satisfactory  than  the  friction 
spiral,  largely  because  of  its  more  nearly  level  grade.  While 
it  occupies  more  space  than  the  friction  types,  this  is  often 
more  than  offset  by  the  space  saved  by  its  greater  tem 
porary  storage  capacity.  Another  advantage  is  the  absence 
of  wear  and  tear  on  packages,  such  as  tote-boxes  and  con 
tainers,  which  have  to  be  handled  a  number  of  times. 


388 


CONVEYORS  AND  ELEVATORS  FOR  PACKED  MATERIAL 


Two  general  types  of  roller  runway  spirals  are  in  use, 
the  spiral  with  center  post  and  the  spiral  supported  solely 
by  angle  uprights.  In  the  former  type  the  greater  part 
of  the  load  is  carried  by  a  center  post  or  pipe  which  ex 
tends  the  full  height  of  the  spiral.  Sometimes  a  staircase 
is  built  around  this  center  post,  occupying  the  space  inside 
the  runway.  In  the  spiral  supported  by  angles  only,  the 
uprights  are  placed  close  to  the  inner  and  outer  edges  of 
the  roller  curves  forming  the  runway,  and  the  roller  frame 
is  supported  on  cross  angles  or  saddles  rigidly  attached  to 
the  supports.  Like  friction  spiral  chutes,  these  roller  spirals 
may  be  built  with  multiple  -runways  for  greater  capacity 
and  better  distribution  of  packages.  Loading  and  dis 
charging  is  easily  accomplished  at  any  desired  point  by 
means  of  hinged  switches  or  diverters.  The  gravity  roller 
spiral  on  account  of  its  low  grade  requires  full  circular 
openings  in  the  floor,  which  are  more  difficult  to  fireproof 
than  the  smaller  openings  of  the  friction  spiral.  In  ware 
housing  there  has  been  a  limited,  but  increasing,  use  of 
portable  roller  spirals  for  the  purpose  of  receiving  from 
overhead  distributing  conveyors  and  delivering  either  to 
the  floor  or  to  intermediate  gravity  conveyors  below. 

General  Specifications 

Rollers.  Whether  of  double  roller,  differential  roller, 
or  single  tapered  roller  construction  the  rollers  should  be 
so  accurately  balanced  about  their  axes  that  they  will  turn 
with  perfect  freedom.  Steel  tubing  from  2T4  in  to  254  '"• 
in  diameter,  preferably  seamless,  is  best  for  this  work, 
although  wood  rollers,  plain  or  with  metal  end  ferrules, 
have  been  much  used. 

Roller  Length.  Roller  lengths  should  be  from  4  in. 
to  8  in.  wider  than  the  packages  to  lie  handled,  so  as  to 
eliminate  so  far  as  possible  the  rubbing  of  the  packages 
against  the  side  guards. 

Roller  Heads.  The  bearing  cups  must  be  so  finished 
as  to  insure  the  shaft  running  in  the  true  center  of  the 
roller.  These  cups  should  be  so  securely  fixed  in  the  roller 
by  welding,  punching,  or  other  means,  that  there  can  be  no 
chance  of  their  coming  loose. 

Center  to  center  of  rollers  should  be  such  that  ordi 
narily  smooth  packages  rest  on  three  rollers  at  all  times. 
If  the  surface  of  the  package  is  rough  the  spacing  should 
be  closer.  For  unusually  heavy  and  compact  packages  it 
is  necessary  to  provide  even  closer  centers,  usually  3  in. 
to  4  in.,  to  carry  the  weight. 

Bearings.  Accurately  made  bearings  are  necessary  in 
order  that  the  roller  will  turn  easily  about  its  true  axis. 
All  wearing  parts  should  be  case-hardened,  and  the  balls 
or  rollers  should  be  of  first  quality  steel.  It  is  recommended 
that  the  bearings  be  fixed  in  such  a  way  that  they  may 
be  easily  removed  for  cleaning  or  replacing.  The  shaft 
should  be  of  first  quality  steel,  preferably  cold-rolled, 
whether  of  stud  or  of  through  shaft  construction. 

Frame.  Because  gravity  spirals  are  used  so  much  for 
temporary  storage,  in  which  case  they  are  fully  loaded,  the 
frame  and  supports  should  be  of  heavier  construction  than 
would  be  necessary  with  the  straight  gravity  roller  con 
veyor.  Similarly,  the  spiral  must  be  better  braced  sidewise. 
The  gravity  roller  curves  making  up  the  spiral  must  be 
rigidly  connected  to  each  other  and  to  the  supporting  cross 
angles,  which  in  turn  must  be  securely  bolted  or  riveted 
to  the  upright  angles  or  center  post. 

Supports.  The  center  post,  when  used,  should  be 
from  3  in.  to  5  in.  in  diameter  and  of  sufficient  section  to 
take  its  full  share  of  the  load.  If  angle  uprights  only 


arc  used  as  supports,  they  must  be  designed  to  carry  be 
tween  the  outer  and  inner  rings  the  full  weight  of  the 
loaded  spiral.  These  are  best  braced  laterally  by  continuous 
angle  rings  around  the  spiral  and  outside  the  uprights,  or 
inside,  if  the  outer  side  guard  is  riveted  to  the  supports 
as  a  brace. 

Side  Guards.  The  standard  side  guards  used  on 
gravity  curves  are  satisfactory,  although  when  used  as 
annular  braces  for  the  uprights  they  may  well  be  heavier. 

Grade  or  Pitch.  The  proper  grade  per  round  de 
pends  upcn  the  nature  of  the  travel  surface  of  the  pack 
age  to  be  handled.  The  drop  per  round  runs  from  24  in. 
to  42  in.,  with  the  usual  outside  radius  of  about  4  ft. 

Loading  and  Discharge  Points.  While  the  loading  is 
usually  done  at  the  start  of  each  runway,  packages  may 
be  loaded  at  any  point  by  means  of  hinged  sections.  These 
sections  must  be  carefully  fitted  and  easily  adjustable  either 
by  hand  or  by  small  cables  with  pulleys.  Similarly  pack 
ages  may  be  discharged  at  any  desired  point  on  the 
spiral. 

Fire  Protection.  A  full  housing  of  sheet  steel  or 
similar  material,  with  approved  fire-doors,  is  about  the 
simplest  means  of  fircproofing  between  floors.  The  simple 
lire-door  of  the  friction  type  spiral  chute  is  hardly  applicable 
to  the  gravity  roller  spiral. 

Operation 

The  operation  of  the  gravity  roller  spiral  is  extremely 
simple.  For  properly  designed  spirals  practically  no  atten 
tion  is  required  further  than  occasional  cleaning  and  oiling 
of  the  bearings.  Such  little  trouble  as  occurs  generally 
arises  through  the  setting  of  adjustable  loading  gates  or 
diverter  sections,  where  these  are  a  part  of  the  equipment 
Rather  than  use  these  too  extensively  it  is  preferable  to 
have  double  or  even  triple  runways  for  different  package; 
or  leading  to  different  discharge  points.  As  in  the  gravity 
roller  conveyor,  the  speed  of  packages  may  be  slowed  up 
by  placing  thin  sheet  steel  plates  over  a  few  rollers  at 
desired  points.  The  friction  of  the  package,  sliding  over  the 
steel  plate,  slows  it  up  the  required  amount.  Wherever  pos 
sible  the  spiral  should  be  convergent  of  access  at  all  points, 
but  particularly  at  intermediate  loading  or  discharge  points. 
These  spirals  are  used,  almost  universally,  in  connection 
with  the  gravity  roller  conveyor,  both  at  top  and  bottom. 

Baking 
Cartons — Boxes — Caddies 

For  the  lowering  of  cartons  of  crackers,  small  cakes, 
and  similar  baked  goods,  particularly  where  special  care 
*  of  the  contents  is  desirable,  gravity  roller  spirals  are  most 
useful  in  multi-story  bakery  buildings.  The  ease  with  which 
this  spiral  may  be  loaded  by  the  gravity  roller  conveyor 
from  packing  tables,  and  discharged  to  lines  of  gravity- 
conveyor  leading  to  the  shipping  or  the  storage  rooms, 
makes  it  an  important  part  of  many  distribution  systems. 
Since  the  packages  may  safely  back  up  on  the  roller  run 
way,  less  regular  attention  is  necessary  at  the  delivery  end. 
Such  a  spiral  may  be  installed  either  within  the  building 
or  attached  to  the  building  outside.  The  latter  location 
simplifies  the  fircproofing  between  floors,  although,  where 
weather-proofing  is  necessary,  this  rather  offsets  any  such 
advantage. 

For  handling  such  light  paperboard  cartons  a  drop  per 


GRAVITY    ROLLER    CONVEYORS 


389 


round  of  from  24  in.  to  38  in.  is  usual  with  the  customary 
4  ft.  outside-radius  spiral.  A  3  in.  center  post,  with  four 
2y2  in.  by  2l/i  in.  by  Vj,  in.  upright  angles  or  2^  in.  pipes 
carrying  the  outside  ends  of  angle  saddles  of  about  the  same 
size,  forms  a  good  supporting  system.  Standard  curs-e  sec 
tions  of  gravity  roller  conveyor,  rigidly  connected  to  each 
other  and  to  the  supporting  frame,  make  up  the  runway. 


Such  a  spiral  is  applicable  only  where  the  floor  over  which 
it  is  to  be  moved  is  fairly  smooth  and  firm.     Special  atten- 


Douhlc  Runway  with  Solid  Guard  Rails 

Side  guards  of  l'/2  in.  by  \l/2  in.  by  3/16  in.  steel  angles 
serve  to  protect  the  package  and  at  the  same  time  form 
excellent  lateral  bracing  if  riveted  or  bolted  to  the  upright 
supports.  An  even  stiffer  construction  is  secured  by  the 
use  of  a  solid  guard-rail,  although  this  is  hardly  necessary. 


Canning  and  Packing 
Boxes — Cartons — Cases 

In  canning  plants  and  many  similar  industries  the  use 
of  roller  spirals  for  distributing  boxes  of  packed  goods 
from  overhead  conveyors  to  piles  of  various  heights  is  in 
creasing  with  the  improved  construction  of  this  equipment. 
While  such  spirals  are  usually  fixed  in  position  there  is 
an  increasing  demand  for  portable  equipment  of  this  type. 
Such  portable  spirals  are  moved  from  place  to  place  to 
receive  packages  from  various  overhead  conveyors.  At  de 
sired  points  hinged  sections  of  the  runway  are  arranged 
tn  swing  up  and  discharge  to  distributing  lines  of  light 
portable  gravity  roller  conveyor,  supported  either  from 
overhead  or  on  the  piles  themselves.  These  horizontal 
gravity  lines  also  are  made  to  feed  the  boxes  back  into  the 
spiral  in  breaking  down  piles  or  loading  out  to  trucks  or 
cars. 

For  this  service  a  drop  per  round  of  from  30  in.  to  36 
in.  is  usual  for  a  4  ft.  outside  radius  spiral.  If  rather 
flexible  cartons  are  to  be  handled  42  in.  is  none  too  great. 
The  runway  width  should  be  from  18  in.  to  24  in.,  with 
an  average  center  to  center  of  rollers  of  4  in.  If  the  spiral 
is  to  be  portable  it  should,  if  possible,  be  considerably  lighter 
than  if  built  stationary.  This  may  be  accomplished  by  using 
light  rollers,  possibly  wood,  and  omitting  the  center  post 


Distribution  by  Portable   Spiral 

tinn  must  be  paid  to  providing  the  best  quality  roller  bear- 
in"  casters.  Since  the  spiral  must  be  much  better  braced 
than  for  stationary  equipment  it  is  advisable  to  use  eight 
upright  angles  instead  of  four,  and  rivet  not  only  the  guard 
rails,  but  also  the  supporting  angles  of  the  curved  runway 
sections,  to  these  uprights. 


Bottling 
Cases — Cartons — Trays — Kegs — Carboys 

In  no  industry  has  the  roller  spiral  found  more  eco 
nomical  application  than  in  the  handling  of  cases  of  tilled 
bottles  from  filling,  labeling,  and  packing  operations  to 
storage  or  distribution  in  bottling  plants.  The  use  of  these 
spirals  as  lowercrs  from  lines  of  loaded  gravity  roller  con- 


Spiral  Located  to  Conserve  Spaee 

veyor    suspended    close    to    the    ceiling    provides    extensive 
storage  space  with  the  greatest  conservation  of  space  at  the 


390 


CONVEYORS  AND  ELEVATORS  FOR  PACKED  MATERIAL 


floor.  Similarly,  where  a  basement  is  used  for  storage,  cases 
of  empty  bottles  are  handled  from  the  cars  to  storage  with 
a  minimum  of  labor,  attention,  and  damage  to  the  contents. 
For  handling  smooth-bottom  cases  on  a  spiral  of  4  ft. 
outer  radius  a  drop  per  round  of  36  in.  is  satisfactory,  al 
though  most  smooth  cases  weighing  50  Ib.  or  more  will 
travel  successfully  on  a  drop  per  round  of  30  in.  Runway 
widths  of  from  18  in.  to  24  in.  are  usual,  with  average 
center  to  center  of  rollers  of  4  in.  to  5  in.  Eight  sets  of 
2y2  in.  by  2y2  in.  by  Y^  in.  upright  angle  posts  form  a  good 
supporting  system.  These  should  be  braced  by  the  cross 
saddles  under  the  curves  and  by  outside  horizontal  rings, 
or  by  the  side  guards,  riveted  to  the  uprights. 

Chemicals  and  Drugs 
Barrels — Kegs — Drums — Cases — Carboys 

Where  it  is  desirable  to  lower  barrels,  drums,  or  similar 
containers  on  end,  as  well  as  to  provide  temporary  storage 


Spiral  Provides  Temporary  Storage 

on  the  conveyor,  the  roller  spiral  has  little  competition  in 
economy  of  .operation.  Similarly,  in  handling  carboys,  cases 
of  bottles,  or  other  packages  adapted  to  gravity  rollers, 
the  roller  spiral  forms  a  very  flexible  link  in  systems  of 
gravity  conveyors.  Wholesale  and  manufacturing  drug 


houses  use  this  spiral  for  the  handling  of  loose  bottles  in 
boxes,  particularly  from  filling  tables  to  labeling  machines 
and  packers — the  boxes  moving  slowly  and  in  practically  a 
continuous  stream  between  the  various  operations. 

For  handling  ordinary  barrels  on  a  spiral  of  4  ft.  outside 
radius,  a  drop  per  round  of  30  in.  to  36  in.  is  usual,  de 
pending  partly  on  the  height  between  runway  rounds  nec 
essary  to  clear  the  barrel  in  an  upright  position.  For  the 
rougher  barrels,  however,  a  drop  as  great  as  40  in.  is 
frequently  used.  Two  lines  of  side  guards  are  necessary 
because  of  the  height  of  the  barrel,  the  upper  line  set 
farther  out  than  the  lower  to  allow  for  the  bilge  of  the 
barrel.  Because  of  the  heavy  loads  handled,  either  inside 
angle  posts  or  a  heavy  center  post  of  from  4  in.  to  6  in. 
diameter  are  recommended,  with  four  outside  angle  posts 
of  3  in.  by  3  in.  by  5/16  in.  Either  the  upper  guard-rail 
should  be  heavy  enough  to  form  lateral  bracing,  or  extra 
annular  rings  of  steel  angle — about  two  between  floors — 
should  be  used.  The  center  to  center  of  rollers  depends 
entirely  upon  the  size  of  packages  to  be  handled,  although 
for  ordinary  barrels  centers  of  from  4  in.  to  5  in.,  average, 
are  usual.  For  the  heavier  barrels,  concentrated  on  a  few 
rollers,  stronger  bearings  than  for  standard  package  con 
veying  are  desirable. 

Car  Loading 
Miscellaneous  Packages 

Where  the  general  run  of  packages  to  be  handled  is 
adapted  to  the  gravity  roller  conveyor  the  roller  spiral  is 
very  serviceable  in  lowering  packages  from  the  upper  floors 
of  storage  houses  to  cars.  At  the  base  of  the  spiral  lines 
of  gravity  conveyor  carry  the  packages  to  the  various 
cars  which  are  being  loaded.  The  temporary  storage  ca 
pacity  of  this  spiral  makes  it  flexible  and  smooth  in  opera 
tion,  requiring  little  cooperation  between  loading  and  dis 
charge  points  beyond  continuous  loading  at  the  storage  piles 
and  unloading  in  the  cars.  Often  the  spiral  is  filled  with 
the  packages  to  be  loaded  before  the  car  is  spotted.  When 
this  is  done  direct  from  the  packing  table  the  usual  double 
handling  to  trucks  or  piles  is  avoided. 

For  handling  miscellaneous  boxes,  crates,  or  barrels,  a 
drop  per  round  of  from  32  in.  to  40  in.  is  best  with  a  spiral 
of  about  4  ft.  outside  radius.  Average  roller  centers  of  5 
in.  are  usual,  with  runways  from  24  in.  to  30  in.  in  width. 
For  spirals  running  from  50  ft.  to  75  ft.  in  height  center 
posts  of  6  in.  are  advisable  to  carry  the  load,  with  2l/2  in. 
by  2l/2  in.  by  5/16  in.  angle  uprights.  Because  of  their 
heights  such  spirals  require  extra  bracing  and  tying  to  the 
adjacent  walls  or  floors. 


Spiral  Chutes 


The  simplest  and  most  direct  means  of  safely  lowering 
packages  from  upper  floors  of  buildings  is  the  spiral  chute, 
sometimes  called  the  friction  spiral.  The  principles  of 
gravity  and  centrifugal  force  form  the  basis  of  spiral 
design.  The  package,  impelled  by  the  force  of  gravity, 
and  forced  outward  by  centrifugal  action,  is  retarded  in 
its  downward  travel  either  by  friction  against  the  outer 
guard-rail,  or  because  of  the  lower  grade  of  the  runway 
at  the  outer  edge.  Because  of  this  travel  control,  even  the 
most  fragile  packages  are  handled  safely. 

Three  types  of  spiral  chutes  are  in  general  use,— the 
closed  center  chute,  the  open  center  chute  and  the  open 


center  with  post  chute.  Any  of  these  becomes  the  housed 
type  when  fully  enclosed  by  a  housing  of  sheet  steel  or 
other  material  attached  either  to  the  chute  or  built  in 
dependently. 

In  the  closed  center  type  the  wings  which  make  up 
the  runway  trough  are  attached  directly  to  the  center  post, 
which  in  turn  carries  most  of  the  load  to  its  base.  This 
construction,  especially  when  reinforced  with  knee-braces 
from  the  post  to  the  outer  edge  of  the  runway,  forms  a 
strong  chute.  In  this  type  of  chute  the  center  post  usually 
forms  the  inner  guard-rail. 

In    the    open    center    spiral    chute,    the    runway    is    sup- 


SPIRAL  CHUTES 


391 


ported  fruin  each  lloor  by  rods,  angles,  or  other  attach 
ments,  and  an  inner  guard-rail  is  used.  The  chief  advan 
tage  claimed  for  this  type  of  chute  is  better  control  of  the 
package.  Such  chutes  are  occasionally  designed  for  the 
intermediate  floor  loading  to  be  done  from  within  the 
center. 

In  the  open  center  with  post  type  chute  the  runway 
load  may  be  carried  entirely  by  the  center  post  or  partly 
by  the  post  and  partly  by  the  floors  through  which  the 
chute  passes. 

With  spirals  of  any  type  one  of  the  most  surprising 
features  is  the  small  space  required.  For  single  runway 
chutes  the  holes  in  the  floor  seldom  are  more  than  a  half 
circle  and  the  runways  wind  downward  in  such  way  as  to 
permit  the  use  of  space  close  under  and  around  the  spiral. 
Bags,  barrels,  loose  bottles  in  cases,  crates,  bundles,  bales, — 
in  fact  practically  all  packages  which  do  not  require  excep 
tional  care,— fall  within  the  scope  of  spiral  lowering.  A 
wide  range  of  objects  may  be  handled  over  the  same 
spiral,  from  light  paper  cartons  to  heavy  cases  and  barrels. 
In  department  stores,  wholesale  groceries  and  drug  houses, 
hardware  and  supply  houses,  and  general  warehouses,  as 
well  as  in  practically  every  industrial  plant  handling  packed 
materials,  the  spiral  saves  the  time  lost  waiting  for  ele 
vators,  and  eliminates  the  needless  moving  about  of  em 
ployees  from  floor  to  floor  and  much  of  the  confusion  of 
trucking.  In  manufacturing  plants,  particularly,  it  forms 
a  valuable  link  in  material  handling  systems,  automatically 
receiving  from  and  discharging  to  conveyors  and  trucks. 
Through  the  use  of  multiple  runway  spirals  with  loading 
and  discharge  at  convenient  points,  the  proper  routing  and 
sorting  of  a  wide  range  of  packages  is  accomplished.  While 
spiral  chutes  have  been  installed  practically  without  ex 
ception  in  fixed  positions,  there  is  a  growing  demand  for 
short  portable  spirals,  to  be  moved  from  place  to  place  in 
lowering  between  floors,  breaking  down  high  piles,  loading 
ships,  or  for  similar  operations. 

One  of  the  biggest  improvements  in  the  economic  use 
of  spirals,  particularly  in  miscellaneous  storage  houses 
where  commodities  are  handled  in  small  lots,  has  come 
about  through  the  growing  use  of  "gathering  boxes"  or 
baskets.  These  large  boxes  are  carried  about  on  low 
platform  trucks  until  the  order  or  truck  is  filled.  Then, 
instead  of  unloading  each  package  separately  at  the  spiral, 
the  entire  box  is  slid  off  the  truck  onto  the  spiral  runway, 
and  is  received  at  the  bottom  by  a  similar  platform  truck 
or  a  conveyor.  By  building  these  gathering  boxes  in  suit 
able  shape,  a  number  of  them  may  be  nested  and  returned 
to  the  upper  floors  at  once. 

With  its  almost  unlimited  capacity,  lowering  packages 
in  a  steady  stream,  the  spiral  chute  has  little  competition 
within  its  range  of  application.  It  is  only  in  lowering 
packages  whose  contents  are  easily  disarranged,  or  where 
the  spiral  is  to  serve  as  temporary  storage  for  certain 
fragile  packages,  that  it  has  not  the  efficiency  of  the  gravity 
roller  spiral  or  the  mechanical  lowerer.  Where  the  types 
of  packages  vary  too  much  for  satisfactory  operation  on 
the  same  runway  it  is  customary  to  build  two  or  more 
runways  with  different  widths  about  the  same  post.  The 
smaller  runway,  with  guard-rail  closer  to  the  center,  pro 
vides  a  steeper  grade  for  the  lighter  packages. 

General  Specifications 

Runway.  The  runway  may  be  either  a  flat  or  concave 
bed  of  galvanized  or  blue  annealed  steel,  or  of  cast  iron. 
Where  the  spiral  is  subject  to  dampness  the  galvanized 
steel  is  best.  Cast  iron  runways  are  preferable  for  certain 


types  of  articles,  particularly  those  of  an  abrasive  nature. 
The  width  of  the  runway  should  be  sufficient  to  avoid 
any  possible  binding  of  the  largest  packages  to  be  handled. 
The  wings  of  the  runway,  or  trough,  must  be  thoroughly 
riveted  or  bolted  to  each  other  and  to  the  other  parts  of 
the  chute  in  such  way  as  to  be  free  from  projecting  rivets 
or  other  obstructions.  Where  the  general  run  of  pack 
ages  is  light,  16  gage  construction  is  satisfactory,  although 
14  gage  is  usual  for  average  packages  up  to  250  Ib.  or  300 
Ib.  For  heavier  duty  12  gage  should  be  used,  with  extra 
strong  bracing,  particularly  if  the  spiral  is  to  be  used  often 
as  temporary  storage  for  heavy  packages. 

Grade  or  Pitch.  The  proper  grade  for  any  spiral  de 
pends  upon  the  weight  of  the  package  in  proportion  to  its 
size,  and  the  nature  of  its  sliding  surface.  The  various 
average  grades  are  given  under  the  specifications  for  the 
different  types  of  packages  in  the  following  pages. 

Guard-Kail.  Guard-rails  of  either  galvanized  or 
blue-annealed  steel  are  most  satisfactory.  In  height  they 
should  be  not  less  than  approximately  two-thirds  the  height 
of  the  highest  package  to  be  handled.  Guard-rails  should 
be  about  the  same  gage  as  the  runway,  although  they  may 
safely  be  lighter. 

For  cast-iron  runways  guard-rails  should  be  not  less 
than  14  and  preferably  12  gage  sheet  steel.  The  top  edge 
of  the  guard  should  be  turned  or  rolled  to  form  a  smootli 
edge,  and  to  stiffen  the  guard.  Where,  in  extreme  cases, 
it  is  necessary  to  prevent  any  possible  marring  of  the  ob 
ject  being  lowered  by  contact  with  the  guard,  this  may  be 
lined  either  at  the  top  edge  or  throughout  its  entire  height 
with  strips  or  a  protective  covering. 

Supports.  The  runway  may  be  supported  either  by 
a  solid  post, — of  rolled  sheet  steel  or  steel  pipe, — running 
through  the  center,  or  may  be  suspended  from  the  various 
floors.  In  the  center  post  type  practically  all  the  load  is 
carried  by  the  post,  in  which  case  the  support  of  the  post 
at  the  base  must  be  sufficient  to  carry  the  weight  of  the 
loaded  spiral.  In  this  type  the  runway  should  be  securely 
attached  to  the  center  post  by  bands,  set-screws,  or  bolts. 
In  the  open  center  with  post  type  chute  the  load  is  car 
ried  to  the  post  by  horizontal  and  diagonal  braces  with 
steel  or  wood  saddles  for  the  runway.  In  the  open  center 
type  chute,  without  post,  provision  must  be  made  at  each 
floor  for  the  concentrated  loads  of  the  hangers  or  other 
supports. 

Loading  Points.  Where  only  light  packages  are  to 
be  loaded  no  inlet  slide  or  gate  is  necessary  at  the  inter 
mediate  floors,  the  packages  being  loaded  over  the  guard 
rails.  For  heavy  or  unwieldy  packages,  however,  particu 
larly  barrels,  special  slides  from  the  loading  floor  to  the 
runway  are  necessary.  For  ordinary  packages  where  the 
guard-rail  is  cut  to  allow  these  loading  chutes  to  enter 
the  runway  it  is  best  to  leave  a  section  of  rail  from  4  in. 
to  6  in.  high  to  preserve  the  continuity  of  the  guard-rail 
control.  Packages  pass  over  this  drop  from  the  entering 
chute  to  the  runway  without  damage.  For  the  heavier  or 
more  fragile  packages,  however,  the  loading  chutes  should 
enter  at  the  level  of  the  runway,  using  a  hinged  or  remov 
able  section  of  guard-rail.  Another  method  of  intermediate 
loading  is  to  hinge  a  90  deg.  section  of  the  chute,  raising 
it  to  allow  packages  to  pass  under.  Where  there  is  auto 
matic  loading  at  intermediate  floors  it  should  be  so  con 
trolled  as  not  to  collide  with  packages  coming  down  the 
runway  from  above. 

Discharge   Point.     At   the   bottom   of   the   chute    the 


392 


CONVEYORS  AND  ELEVATORS  FOR  PACKED  MATERIAL 


discharge  is  direct,  either  to  table  or  floor  or  to  conveyors. 
There  should  be  a  vertical  dip  in  the  exit  slide  to  deliver 
the  package  smoothly.  When  heavy  packages  are  dis 
charged  directly  to  the  floor  a  steel  floor  plate  should 
be  provided  to  avoid  wear  on  the  floor.  If  the  spiral  dis 
charges  to  a  table,  this  should  be  designed  to  control  the 
delivery  as  much  as  possible.  Such  tables  are  made  either 
of  gravity  rollers  or  steel  sheets  or  of  wood,  and  may  be 
either  stationary  or  adjustable  so  that  discharge  may  be 
made  at  convenient  angles.  For  discharging  at  inter 
mediate  floors  there  should  be  either  a  hinged  section  of 
the  chute,  or  a  hinged  or  removable  section  of  the  guard 
rail  which  may  be  counterwcighted  and  controlled  by  a 
cable.  In  any  case,  the  package  must  leave  the  spiral 
smoothly.  Adjustable  diverters,  of  whatever  type,  must 
lie  arranged  for  smooth  operation  and  for  secure  locking 
into  position. 

Fire  Doors.  The  opening  in  the  various  floors  and 
walls  should  be  so  protected  by  automatic  fire  doors  as 
not  to  appreciably  affect  the  insurance  rate  on  the  building. 
These  doors  may  be  either  hinged  or  sliding  type,  with 
fusible  links  which  will  melt  at  any  set  temperature  and 
allow  the  doors  to  close.  When  hinged,  the  fire  door  may 
tie  used  to  form  a  divertcr,  so  that  when  lowered  it  will 
discharge  packages  to  the  floor  at  which  it  is  set.  Where 
a  chute  is  completely  housed  all  openings  in  the  housing 
should  be  protected  by  fire  doors, — this  housing  is  nut 
necessary,  however,  to  secure  a  fireproof  condition. 

Housing.  For  outdoor  installations,  or  for  certain 
conditions  indoors,  the  spiral  should  be  housed  completely. 
This  housing  may  be  of  any  suitable  construction  material, 
although  preferably  black  or  galvanized  sheet  steel  either 
plain  or  corrugated.  In  general  22  gage  metal  is  satisfac 
tory.  Wherever  there  is  danger  of  a  condensation  form 
ing  inside  the  housing  this  should  be  built  as  a  separate 
unit  from  the  guard-rail  to  prevent  condensed  water  from 
running  down  the  runway  bed.  However,  where  it  is 
practical  to  have  the  housing  form  part  of  the  chute  it 
may  serve  to  form  the  outer  guard-rail,  thus  securing  a 
less  expensive  chute.  With  this  construction  the  housing 
should  be  heavier,  preferably  16  or  14  gage.  Such  chutes 
are  applicable  mainly  to  indoor  installations. 

Painting.  All  parts  other  than  galvanized  should  be 
given  one  coat  of  good  paint  in  the  shop  and  another  coat 
on  completion  of  erection.  This  does  not  apply  to  runway 
bed  or  inside  of  guard-rail,  which  should  have  a  thorough 
application  of  graphite,  wax,  or  similar  compound  if  there 
i>  any  rust  present. 

Operation 

The  very  simplicity  of  operation  of  the  spiral  chute  pro 
motes  a  tendency  to  overlook  even  ordinary  attention. 
Most  of  the  trouble  with  spirals  comes  in  the  operation  of 
loading  points,  diverters.  and  other  special  accessories. 
Particularly  in  lowering  the  more  unwieldy  packages,  such 
as  barrels  and  extremely  heavy  cases,  the  method  of  load 
ing  has  much  to  do  with  successful  operation  of  the  chute. 
All  packages  should  be  loaded  straight  and  near  the  guard 
rail.  In  using  diverters  to  discharge  at  the  various  floors 
such  simple  devices  as  signal  bells,  speaking  tubes,  or  other 
methods  of  communication,  speed  up  the  operation  and 
eliminate  confusion  by  securing  cooperation  between  the 
loading  and  discharge  floors.  Automatic  loading  from,  or 
discharge  to,  gravity  roller  or  other  conveyor  is  easily 
accomplished  at  practically  any  desired  point  on  the  chute. 
Such  points  as  this  should  be  kept  as  close  to  the  floor  as 


possible,  to  insure  better  control.  If  descending  packages 
are  not  to  be  removed  as  lowered,  a  long  discharge  table 
or  several  sections  of  gravity  conveyor  arc  desirable  as 
temporary  storage.  If  the  packages  are  fragile  they  should 
not  be  allowed  to  "back  up"  on  the  runway  on  account  of 
the  impact  of  the  descending  packages  against  those  that 
have  come  to  rest  on  the  runway.  Where  the  spiral  is 
to  be  used  largely  for  temporary  storage  in  this  way,  the 
grade  must  be  slightly  more  than  where  the  movement  of 
packages  will  be  continuous,  for  certain  types  of  packages 
will  not  start  from  rest  on  the  low  grade  sufficient  for 
continuous  travel. 

Under  certain  conditions  the  spiral  runway  may  become 
rusted  or  coated  with  foreign  matter,  especially  in  handling 
sticky  materials.  Such  condition  arises  generally  from  in 
termittent  use  of  the  spiral,  and  is  easily  remedied  by 
occasionally  sending  a  man  down  the  chute  with  steel  wool 
or  graphite  or  wax  or  similar  material. 

Experience  has  proven  that  it  is  better  to  use  holts  than 
rivets  in  some  types  of  spirals.  In  such  chutes  the  bolts 
should  be  tightened  at  intervals. 

One  limitation  of  the  plain  runway  spiral  is  in  the  han 
dling  of  open  top  boxes  which  must  be  kept  practically 
level  to  avoid  spilling  of  the  contents.  This,  however,  is 
an  unusual  condition.  When  it  becomes  necessary  to  make 
many  changes  in  routing,  or  to  accommodate  a  great 
range  of  packages,  extra  runways  leading  to  different  points 
make  for  better  operation. 

Wherever  possible,  spirals  should  be  installed  in  such 
places  as  to  be  readily  accessible  from  all  sides  fur  loading 
and  discharge.  For  the  same  reason  the  open  spiral  is 
generally  more  simple  of  operation  control  than  the  fully 
housed  type. 

Cotton — Wool — Paper 
Heavy  Bales — Bags 

As  the  most  direct  means  of  lowering  heavy  bales  of 
cctton,  wool,  waste,  paper,  and  similar  commodities,  the 
spiral  chute  provides  the  best  known  auxiliary  to  car  or 


Loading  Heavy  Bales  Through  Inlet  Gate 

truck  loading  in  textile  and  paper  mills  or  warehouses. 
To  give  the  utmost  economy  in  handling  such  heavy  bales, 
the  chute  should  discharge  as  close  to  the  outgoing  truck 
or  car  as  convenience  on  the  upper  floors  will  permit. 


SPIRAL  CHUTES 


393 


Often,  in  the  larger  warehouses,  several  chutes  are  in 
stalled  at  convenient  points  to  avoid  long  haul  trucking 
en  the  upper  floors. 

For  this  service,  which  is  generally  intermittent,  a  gal 
vanized  steel  runway  of  10  or  12  gage  steel,  preferably 
the  latter,  is  particularly  desirable.  The  usual  widths  ut 
runways  are  from  48  in.  to  60  in.  Extra  strong  supports 
and  bracing  are  essential  to  resist  the  impacts  of  the  heavy 
bales.  Grades  of  from  20  deg.  to  23  deg.  at  the  outer 
guard-rail  are  best, — the  loosely  packed  wool  bags  requir 
ing  the  higher  grades.  The  guard-rail  should  be  18  in.  to 
21  in.  in  height.  Loading  should  be  done  by  inlet  slides 
and  loading  gates,  and,  if  diverters  are  used  at  the  inter 
mediate  flt.nrs,  they  should  lie  of  unusually  heavy  con 
struction. 

Seeds — Feeds — Flour 
Bags — Baskets — Cartons — Boxes 

In  the  busy  seasons  peculiar  to  seed  and  feed  stores 
and  warehouses,  spiral  chutes  are  particularly  valuable 
not  only  in  speeding  up  the  delivery  of  orders  to  the 
customers  or  shipping  floor,  but  in  avoiding  loss  of  time 
through  congestion  and  confusion.  In  collecting  orders 
for  shipment  the  spiral  can  be  used  advantageously  in 
connection  with  belt  conveyors  at  top,  bottom,  or  inter- 


of  packages.  Unless  unusually  heavy  packages  are  to  be 
lowered  the  loading  may  be  done  over  the  guard-rail.  It 
is  preferable  that  the  chute  discharge  to  a  table.  Inter 
mediate  discharge  may  be  accomplished  in  flat  runway 
chutes  by  hinging  inward  or  removing  a  section  of  the 
guard-rail, — allowing  the  package  to  leave  the  chute  by 
centrifugal  force. 


Wholesale  Houses 
Miscellaneous  Packages 

In  wholesale  dry  goods,  shoe,  groceries,  clothing,  and 
similar  supply  houses,  the  spiral  chute,  handling  practically 
every  type  of  package,  from  the  lightest  paper  carton,  to 
heavy  barrels  and  boxes,  expedites  the  filling  of  orders  and 
insures  their  prompt  and  uniform  movement  from  the 
various  floors  to  the  delivery  and  shipping  departments. 
Regardless  of  the  generally  miscellaneous  character  of 
packages  it  is  often  feasible  to  use  a  gravity  conveyor  in 
loading  to  or  discharging  from  the  chute.  This  materially 
reduces  handling  at  both  ends.  Where  this  is  not  practical, 
gathering  boxes  mounted  on  low  trucks  are  often  used, 
being  moved  from  pile  to  pile  in  collecting  the  orders. 
The  time  usually  required  to  load  the  contents  of  the 
truck  at  the  top  of  the  spiral  and  reload  at  the  bottom 
is  entirely  eliminated  by  sliding  the  box  with  its  contents 
from  the  truck  onto  the  spiral  runway  and  having  it  re 
ceived  onto  a  similar  truck  at  the  discharge  point.  To 
give  the  greatest  economy  in  handling,  the  chute  should 
be  located  so  that  it  discharges  as  near  the  outgoing  load 
ing  platforms  as  the  conditions  existing  on  the  upper  floors 
will  permit. 

If  the  spiral  is  apt  to  be  subjected  to  conditions  of 
dampness  galvanized  steel  is  preferable  to  blue  annealed 
for  this  service.  Unless  packages  heavier  than  300  11).  are 
to  be  handled  14  in.  gage  steel  is  satisfactory.  Grades  of 
from  18  deg.  to  25  deg.  at  the  outer  guard-rail  are  usual. 


Saving    Space    Around    Open-Center   Spiral 

mediate  floors.  When  fairly  uniform  packages  are  low 
ered,  the  entire  length  of  the  chute  may  be  used  as  tem 
porary  storage,  and  the  packages  removed  only  as  needed. 
Where  very  small  and  light  packages  have  to  be  handled, 
these  may  be  lowered  in  baskets,  and  the  baskets  carried 
back  to  the  upper  floors  on  platform  or  continuous  motion 
elevators.  However,  if  a  pitch  slightly  greater  than  usual 
is  allowed  there  should  be  very  little  need  for  baskets. 

A  runway  width  of  about  36  in.  is  usual,  although  widths 
in  particular  cases  vary  from  24  in.  to  42  in.  For  this 
service  14  gage  steel  is  satisfactory,  although  16  gage 
will  give  good  service.  For  ordinary  bagged  material 
grades  of  from  19  deg.  to  23  deg.  at  the  guard-rails  are 
generally  best.  While  guard-rails  of  12  in.  are  satisfac 
tory,  IS  in.  to  18  in.  heights  provide  for  a  greater  range 


Open-Center   with   Po^t   Type 

A  runway  width  of  42  in.  is  of  advantage  in  providing 
for  a  wide  range  of  packages,  although  36  in.  is  good 
practice  for  the  average  service.  Likewise,  an  18  in. 
guard-rail  is  preferable,  although  12  in.  is  probably  the 
more  usual  practice.  It  is  seldom  desirable  to  fully  house 


394 


CONVEYORS  AND  ELEVATORS  FOR  PACKED  MATERIAL 


such    supply    house    chutes,    except    as    unusual    individual 
conditions  may  require. 

Hardware 
Wood   Trays — Tools— Fittings — Tote  Boxes 

The  'feasibility  of  handling  such  extreme  shapes  of 
packages  as  garden  tools,  wheels,  pipe  fittings,  kegs  of 
nails,  tubs,  etc.,  directly  on  the  runway  makes  the  spiral 
chute  very  useful  as  a  part  of  a  system  of  collection  and 


Double   Runway    Concave   Bed   Spiral 

distribution  between  various  departments  in  wholesale  or 
retail  hardware  houses.  While  most  of  the  packages  are 
handled  directly  on  the  chute,  small  and  irregular  objects, 
which  should  be  handled  collectively,  are  lowered  in  trays 
or  tote  boxes,  and  the  boxes  returned  by  elevators.  Often 
this  system  of  tote  boxes  is  extended  to  include  the  use 
of  large  gathering  boxes  or  hampers.  These  are  moved 
about  on  low  trucks  or  conveyors  in  collecting  the  orders, 
then  loaded,  box  with  contents,  onto  the  spiral  and  re 
ceived  onto  similar  trucks  or  conveyors  at  the  discharge 
point. 

Where  metal  parts  or  pieces,  not  packaged,  are  handled 
directly  on  the  chute,  or  the  tote  boxes  are  metal  bound, 
a  cast  iron  runway  is  preferable  because  it  better  resists 
abrasion.  If  the  chute  is  of  steel,  a  12  gage  runway  of 
galvanized  or  black  steel  is  recommended  for  this  usually 
hard  service.  Widths  of  runway  of  36  in.  or  42  in.  are 
usual,  unless  special  conditions  demand  a  greater  width. 
The  heavy  weight  of  the  general  run  of  packages  requires 
relatively  low  grades  of  from  16  deg.  to  21  deg.  at  the 
guard-rail.  Since  the  tote  boxes  and  packages  handled 
are  generally  low,  the  guard  need  seldom  be  over  12  in. 
high.  With  the  usual  run  of  extremely  irregular  pack 
ages  incident  to  the  hardware  business  it  is  best  to 
avoid  special  diverters  or  other  accessories  so  far  as  is 
convenient. 

Under  certain  conditions  it  is  sometimes  desirable  to 
place  the  chute  adjacent  to  offices  or  in  other  localities  in 
the  plant  where  the  noise  resulting  from  the  metal  parts 
or  boxes  running  down  the  chute  is  sufficient  to  cause  an 
noyance  to  employees.  Such  disturbance,  however,  can  bo 


largely  overcome  by  providing  a  housing  which  is  detached 
from  the  chute  itself. 

Department  Stores 
Parcels — Baskets — Bundles — Boxes — Cartons 

By  delivering  parcels  direct  from  the  various  floors  to 
the  wrapping  or  delivery  rooms,  spiral  chutes  not  only 
eliminate  confusion,  but  save  the  time  of  elevators  needed 
for  other  purposes.  In  mail  order,  and  similar  houses,  the 
spiral  lowers  hampers  into  which  orders  have  been  col 
lected,  to  the  lower  floors  for  checking  and  shipping. 
Working  in  combination  with  belt  conveyors  the  spiral 
iias  done  probably  more  than  any  other  handling  equipment 
to  simplify  department  store  operation. 

For  this  purpose  a  runway  of  16  gage  steel  will  give 
good  service,  although  14  gage  is  better  practice.  Run 
way  widths  of  30  in.  to  36  in.  are  most  serviceable.  Be 
cause  the  general  run  of  packages  to  be  handled  is  light, 
the  pitch  or  drop  per  round  should  be  greater  than  for 
standard  package  chutes, — preferably  23  deg.  to  30  deg. 
grades  at  the  guard-rail, — to  insure  the  packages  traveling 
satisfactorily.  Since  the  loading  points  and  directions  are 
generally  restricted  it  is  often  necessary  to  change  the 
pitch  to  meet  the  varying  floor  heights.  As  a  rule  the 
closed  or  center  post  type  spiral  is  best  adapted  to  the 
limited  space  available  in  department  stores.  A  fully 
housed  chute  is  desirable  because  of  its  better  appear- 


Delivering  from  Sales  to  Shipping  Floor 

ance,  although  the  open  type,  when  placed  in  a  shaft,  and 
with  high  guard-rail,  is  thoroughly  satisfactory.  In  using 
the  open  type,  even  though  in  a  closed  shaft,  the  guard 
rail  must  be  made  higher  for  a  half  round  or  so  at  the 
loading  points  to  prevent  the  throwing  of  light  packages 
over  the  guard  in  loading. 


General  Warehousing 
Miscellaneous  Packages 

No  type  of  equipment  can  claim  more  saving  in  the 
time  of  men,  road  trucks,  or  cars  on  warehouse  sidings, 
than  the  spiral  chute.  Probably  the  greatest  saving  is  made 
in  those  houses  where  it  is  the  custom  to  load  the  spiral 
with  practically  the  entire  load  of  goods  before  the  truck 


SPIRAL  CHUTES 


395 


arrives,  thus  avoiding  double  handling  by  using  the  spiral 
as  temporary  storage.  Uiverlers  on  the  various  floors  cut 
out  the  loss  of  time  through  slow  moving  elevators  in  trans 
ferring  goods  between  floors. 

Because  of  the  wide  range  of  packages  to  be  handled, 
often  varying  from  the  lightest  paper  cartons  to  the  heav 
iest  packing  cases,  warehouse  spirals  are  probably  the 
hardest  of  all  for  which  to  determine  the  proper  grade. 
However,  grades  of  from  18  deg.  to  25  deg.  at  the  outer 
guard-rail  arc  usually  satisfactory.  The  runway  may  be 
either  flat  or  concave.  It  should  be  12  or  14  gage,  and 
not  less  than  42  in.  (preferably  48  in.  to  60  in.)  in  width 
to  provide  for  the  larger  packages.  Since  very  bulky 
objects  are  handled,  the  guard-rail  should  be  not  less 
than  IS  in.  and  preferably  18  in.  to  21  in.  in  height.  A 
housing  is  usually  unnecessary  and  does  not  allow  as  free 
access  to  the  spiral  as  the  open  type.  For  warehouse  duty 
wherever  a  wide  range  of  package  sizes  and  weights  must 
be  handled,  the  multiple  runway  spiral  is  recommended. 

Where  blue  annealed  steel  is  used  and  is  subjected  to 
dampness  either  from  the  packages  or  the  climate,  as  is 
particularly  true  in  marine  warehouses  or  piers,  occasional 


Loading  Over  Guard  Rail 

attention  to  the  runway  is  necessary  because  of  the  forma 
tion  of  rust  when  the  spiral  is  not  in  use.  This  rust  may 
be  easily  removed  by  rubbing  the  runway  with  steel  wool, 
with  powdered  wax,  or  graphite.  As  a  rule  warehouse 
spirals  are  subjected  to  more  severe  usage  than  in  other 
industries.  For  this  reason  when  loading  gates,  diverters 
and  other  accessories  are  necessary,  these  should  be  kept 
in  good  working  order. 

Drugs  and  Chemicals 
Bottles  in  Boxes — Trays — Cartons — Barrels 

The  handling  of  fragile  packages  common  to  these  in 
dustries  has  been  one  of  the  hardest  tests  of  the  application 
of  the  friction  runway  spiral.  Not  only  are  loosely  packed 
bottles  of  chemicals,  drugs,  and  perfumes  in  cartons  or 
boxes  lowered  by  a  spiral  from  the  packing  tables  to  ship 
ping  room  or  storage,  but  cases  and  trays  of  glassware  are 


transferred  from  floor  to  floor  from  the  first  washing  of 
the  incoming  bottles  through  the  filling,  sealing,  labeling 
and  packing  processes. 

Because  of  the  great  care  necessary  in  handling  such 
fragile  objects  the  grade  of  the  spiral  should  be  deter 
mined  with  unusual  accuracy  from  the  results  of  previous 
experience,  and  should  be  designed  to  fit  a  relatively  nar 
row  range  of  packages.  Where  it  is  required  to  handle 
M-veral  different  types  of  packages  a  multiple  runway  spiral 
is  recommended.  Runways  of  14  gage  steel,  from  30  in. 
to  42  in.  wide,  are  customary.  A  grade  of  from  16  deg. 


Handling  Bottles  in   Baskets 

to  21  deg.  at  the  guard-rail  is  usual.  The  guard-rail 
should  be  12  in.  to  18  in.  in  height.  It  is  advisable  to 
provide  loading  gates  and  inlet  slides  to  make  smoother 
loading  at  intermediate  floors  for  the  more  breakable  pack 
ages.  Such  spirals  should,  where  practicable,  discharge 
to  a  gravity  roller  conveyor.  In  general  the  packages 
should  not  be  allowed  to  "back  up"  on  the  spiral  because 
of  the  impact  of  the  moving  packages  striking  those  which 
have  come  to  rest.  Careful  study  should  be  made  of  the 
possible  effect  of  leaking  acids  or  other  contents  on  the 
sliding  parts  of  the  chute. 

Packing — Canning — Preserving 
Cases  of  Cans — Boxes — Cartons 

Short  spirals  placed  at  convenient  points  bring  empty 
cans  and  cases  to  the  packers  and  convey  packed  boxes 
from  the  packing  tables  to  marking  and  shipping  rooms, 
eliminating  the  time  and  confusion  of  horizontal  movement. 
This  is  particularly  desirable  in  the  short  season  canning 
industries.  Used  in  combination  with  gravity  conveyors 
and  push  bar  elevators,  the  spiral  chute  forms  an  essential 
link  in  what  is  probably  the  most  economical  system  known. 

Runway  widths  of  18  in.  to  36  in.  are  satisfactory  for 
the  usual  run  of  packages,  24  in.  and  30  in.  runways  being 
most  commonly  used.  It  is  generally  good  practice  to  use 
14  gage  metal,  but  16  gage  will  serve  for  the  lighter  duty. 
Twelve  inch  guard-rails  are  satisfactory  except  for  the  more 
bulky  containers,  when  18  in.  is  better.  Loading  should 
generally  be  done  over  the  guard-rail.  If  it  is  desired  to 
divert  packages  at  intermediate  floors,  either  the  runway 
should  be  terminated  at  such  points — and  started  again — 
or  adjustable  diverters  should  be  provided.  Grades  of 
from  18  deg.  to  22  deg.  at  the  outer  guard-rail  are  best, — 


396 


CONVEYORS  AND  ELEVATORS  FOR  PACKED  MATERIAL 


the  steeper  pitch  for  the  paper  board  carton.  In  such  sea 
sonal  service  as  is  usual  in  canning  plants,  the  spiral  will 
often  be  found  to  be  sluggish  at  the  first  of  the  season 


A   Bank   of   Distribution   Spirals 

because  of  rust  or  other  accumulations.  This  is  easily 
overcome  by  the  application  of  powdered  wax,  graphite 
or  similar  material. 

Bottling 
Cases  of  Bottles — Barrels — Cartons — Boxes 

The  belief  that  the  friction  runway  spiral  is  more  limited 
in  handling  packed  cases  of  bottles  or  other  glassware 
than  the  roller  runway  spiral  has  been  dispelled  by  innu- 


Uivertinj;  to  Roller  Gravity 

merable  successful  installations.  These  results  have  been 
accomplished  by  careful  consideration  of  proper  design  and 
the  application  of  the  right  spiral  to  the  work  to  be  done. 
The  small  space  required  and  the  lower  cost  of  installa 


tion  are  the  chief  advantages  of  the  plain  runway  type, 
over  the  gravity  roller  spiral.  Spiral  chutes  are  particu 
larly  adaptable  to  systems  of  gravity  conveyors  in  the 
\vashing,  filling,  labeling,  packing  and  dispatching  of  bot 
tled  goods. 

For  handling  cases  of  bottles,  runways  of  14  gage  steel 
and  from  30  in.  to  36  in.  wide  are  usual,  with  9  in.  to  15 
in.  guard-rails.  Intermediate  loading  and  discharge  points 
are  to  be  avoided  where  practicable,  and,  if  used,  the 
adjustable  parts  should  be  very  carefully  fitted.  Grades 
should  be  from  16  deg.  to  21  deg.  For  handling  such 
fragile  packages  the  grade  should  be  set  to  fit  the  specific 
objects  to  be  handled,  and  not  to  fit  various  types  of 
packages.  If  necessary,  for  instance,  to  handle  metal  bound 
cases  of  loose  bottles  on  the  same  spiral  with  paper  board 
cartons,  it  is  best  to  have  two  runway  blades  with  dif 
ferent  diameter,  and  grade,  at  the  outer  rail. 

Steel  and  Iron  Products 
Tote-Boxes — Stampings — Castings — Parts 

Analysis  of  the  manufacturing  and  storage  operations  of 
steel  and  iron  products  industries  shows  a  surprising  num 
ber  of  spiral  chutes  handling  not  only  the  usually  accepted 
types  of  packages,  but  objects  of  the  most  irregular  shapes 
and  sixes.  By  using  spirals  of  large  radius  pieces  up  to 
8  ft.  and  10  ft.  in  length  are  easily  lowered.  Stoves  and 
parts,  castings,  stampings,  boilers,  tubs,  and  many  other 
similar  metal  products,  travel  between  operations  or  from 
packing  to  shipping  floors. 

Runway  widths  for  handling  the  usual  tote  boxes  are 
from  30  in.  to  42  in.  Particularly  where  the  boxes  are 
metal  or  metal  bound,  the  grades  should  be  from  16  deg. 
to  20  deg.  at  the  outer  guard-rail.  While  black  or  gal 
vanized  steel  of  12  or  14  gage  is  generally  satisfactory, 
cast  iron  runways  are  better  for  the  more  abrasive  objects. 
If  the  noise  of  the  metal  boxes  or  packages  traveling  down 
the  runway  is  sufficient  to  be  objectionable,  this  may  be 
overcome  by  a  housing  detached  from  the  chute  itself. 

Textiles 
Baskets — Rolls   of   Cloth — Boxes — Bales 

In.  the  lowering  of  boxes  or  baskets  of  bobbins  from  floor 
to  floor,  as  well  as  in  the  handling  of  bales  of  cotton, 
wool,  jute,  and  similar  raw  materials,  spiral  chutes  have 
solved  some  of  the  biggest  problems  in  textile  mills  and 
finishing  plants.  Instead  of  dragging  the  baskets  of  bob 
bins  down  congested  aisles  from  roving  frames  to  eleva 
tors,  and  repeating  the  trip  on  the  spinning  floor,  the 
baskets  are  dispatched  by  spiral  chutes  at  convenient  points 
to  the  floors  below.  Here  they  are  received  on  conveyors 
or  trucks  which  distribute  the  bobbins  to  the  spinning 
frames.  In  handling  heavy  bales  of  wool  or  cotton,  the 
spiral  reduces  the  cost  of  labor  between  the  receiving  room 
and  the  bale  breakers.  Rolls  of  cloth  in  process  find  the 
spiral  the  most  direct  method  of  travel  between  operations, 
and  bolts  of  finished  cloth,  carpets,  and  other  textiles,  are 
lowered  by  spiral  to  the  shipping  and  packing  rooms.  It  is 
in  the  textile  mill  of  three  or  more  stories  that  the  econ 
omy  of  the  spiral  is  most  evident. 

For  this  service  runways  of  14  gage  metal,  from  30  in. 
to  36  in.  wide,  with  12  in.  to  18  in.  guard-rail  are  usual. 
For  handling  baskets  a  grade  of  from  18  deg.  to  22  deg. 
is  sufficient,  but  for  bolts  of  cloth  20  deg.  to  28  deg.  will 
be  required.  Hand-loading  at  the  intermediate  floors  is 


SPIRAL  CHUTES 


397 


best    done   over   the    guard-rail,    rather    than    with    loading 
gates  or  inlet  slides.     When  the  spiral  is  loaded  from  con- 


in  the  same  chute  with  heavy  cases  or  barrels  some  delir.it.- 
s\>tcm    of    signaling   should    he    used    to   avoid    congestion 


Delivering   from   Spiral   to   Truck 


Delivering    from    Housed    Chute    to    Floor 


and    breakage.      In   handling   the   heavier   packages   special 

veyors,    however,    the    guard-rail    should    be    cut    down    to       care   must   be   given    to   the    setting   of   diverters   or   other 
allow  the  entrance  of  the  inlet  slide. 


adjustable  accessories. 


Confectionery — Chocolate — Cocoa 
Barrels — Crates — Boxes — Cartons — Bags 

The  extreme  range  of  packages  used  in  the  confectionery 
industry,  from  paper  cartons  of  a  few  ounces  in  weight, 
to  the  steel  hooped  barrel  of  300  Ib.  to  400  lb.,  has  de 
manded  unusual  attention  and  study  in  the  design  and 
application  of  spiral  chutes  to  meet  these  exacting  condi 
tions.  For  the  more  extreme  variations  the  most  success 
ful  results  have  been  secured  by  using  a  double  runway 
spiral  with  one  runway  of  less  diameter,  and  consequently 
steeper  grade  than  the  larger  one.  Working  with  gravity 
or  power  conveyors,  in  the  handling  of  empty  cases  to  the 
packers,  as  well  as  in  the  removal  of  the  tilled  cases  to 
storage  or  cars,  the  spiral  is  proving  most  economical. 

Since  the  handling  of  barrels  is  probably  the  hardest 
service  required  of  any  type  of  chute,  concave  runways  of 
from  14  to  12.  or  even  10  gage,  are  generally  used.  If  the 
weights  are  not  over  500  lb.,  and  the  abrasive  nature  of 
the  package  not  excessive,  12  gage  metal  gives  excellent 
service,  and  for  the  ordinary  weight  of  barrels  14  gage 
sheets,  well  braced,  are  satisfactory.  For  the  heavier, 
more  abrasive  types  of  barrels  cast-iron  makes  an  excellent 
runway  material.  For  standard  barrels,  not  over  24  in 
diameter  by  36  in.  long,  runway  widths  of  36  in.  to  42  in. 
are  customary,  with  a  grade  of  from  16  dcg.  to  21  deg. 
at  the  outer  guard-rail.  Guard-rails  should  be  not  less 
than  18  in.  high,  and  preferably  21  in.  to  24  in.  It  is 
better  to  discharge  such  heavy  packages  direct  to  the  floors, 
rather  than  to  tables.  Loading  should  be  done  on  inlet 
slides  with  adjustable  loading  gates  so  fitted  to  the  chute 
that  the  barrel  will  be  properly  started  on  the  way  down 
the  chute. 

In  handling  sugar,  cocoa,  salt,  or  materials  of  a  sticky 
nature,  especially  in  leaky  containers,  it  will  be  necessary 
at  intervals  to  clean  out  the  spiral  with  steel  wool  or 
brush.  Where  the  smaller  paper  cartons  are  to  be  handle  1 


Baking 
Cartons — Boxes — Metal  Caddies 

In   lowering  packed  cartons,  boxes,  or  caddies   from  the 
packers    to    temporary    storage    or    shipping    rooms,    spiral 


Spiral  Delivering  to  Discharge  Table 

chutes  are  applied  very  economically  to  cracker,  small 
cake,  macaroni,  and  other  similar  baking  plants.  Used 
with  short  runs  of  gravity  conveyor,  these  chutes  eliminate 
the  confusion  and  needless  moving  from  floor  to  floor 
common  to  most  bakeries.  For  lowering  barrels,  bags,  or 
empty  boxes  from  the  car  or  truck  to  basement  storage, 
short  spirals  leading  to  gravity  or  power  conveyors  ma 
terially  reduce  the  cost  of  such  handling. 


398 


CONVEYORS  AND  ELEVATORS  FOR  PACKED  MATERIAL 


Haulage  Conveyor  Handling   Boxes 


Barrel  and  Sack  Elevator-Conveyor 


Monobar   Conveyor  for  Boxes 


Live   Roll   Conveyor  for   Lumber 


Mold    Conveyor    for   Foundri 


Loading    Tower    and    Suspended    Spiral 


SPECIAL   ELEVATORS   AND   CONVEYORS 


399 


The  design  of  a  chute  to  handle  packages  with  such 
fragile  contents  requires  particular  attention  to  the  type  of 
package  to  be  handled.  If  possible,  a  separate  runway 
should  be  provided  for  the  metal  caddies  from  that  used 
for  paper  cartons  and  wood  boxes.  For  bakery  service 
the  galvanized  steel  chute  is  preferable,  particularly  where 
the  chute  must  operate  under  moist  conditions.  Runway 
widths  of  from  30  in.  to  36  in.  are  usual,  with  14  or  16 
gage  steel.  The  grade  should  be  from  18  deg.  to  2.S  dcg. 
at  the  outer  guard-rail  for  paper  cartons,  while  from  16 


deg.  to  20  deg.  is  sufficient  for  the  metal  caddies,  which 
slide  more  readily.  Guard-rail  heights  of  from  12  in.  to 
18  in.  are  customary.  Automatic  loading  from  gravity 
with  an  inlet  slide  is  best.  Loading  gates  are  not  neces 
sary  with  hand  loading,  because  of  the  light  weights  han 
dled.  While  not  an  essential  feature  of  operation,  it  is 
recommended  that  the  spiral  discharge  to  a  line  of  gravity 
roller  conveyor.  The  packages  should  not  he  allowed  to 
"back  up"  on  the  spiral  runway,  so  that  descending  packages 
will  strike  those  that  have  come  to  rest. 


Special  Elevators  and  Conveyors 


In  addition  to  the  general  classes  of  elevators  and  con 
veyors  described  in  the  preceding  pages,  there  are  many 
machines,  including  haulage,  overhead  track,  pneumatic, 
wire  line  and  other  conveyors  which,  while  no  less 
standardized,  are  rather  special  in  their  design  and  applica 
tion.  This  does  not  mean  that  they  must  be  designed  and 
developed  for  each  installation,  for  most  of  the  machines 
considered  in  this  section  have  been  operating  successfully 
for  a  long  time.  They  are  here  classed  as  special  machines 
rather  because  their  range  of  application  is  more  limited 
than  the  standard  types  previously  described. 

Some  oAhis  equipment,  such  as  wire  line  and  pneumatic 
carriers,  generally  known  as  store  service  equipment,  has 
been  as  widely  used  as  any  of  the  package  conveyors,  but 
are  here  treated  with  less  length  mainly  because  they  are 
used  almost  universally  for  the  carrying  of  messages,  spe 
cial  containers,  and  the  lightest  parcels,  rather  than  for 
general  commodity  handling.  Less  space  is  also  given  to 
the  other  special  types  of  machines,  not  because  they  are 
any  the  less  useful  where  applicable  but  because  their  use 
is  more  limited.  One  of  the  chief  advantages  resulting 
from  a  special  machine  of  any  kind  is  the  fact  that  such 
equipment,  while  naturally  more  limited  in  scope,  is  even 
more  likely  to  attain  the  maximum  economy,  by  reason  of 
being  fitted  more  directly  to  the  work  to  be  done. 

While  the  various  types  of  these  haulage,  overhead  track 
and  pneumatic  tube  machines  have  been  so  widely  used  as 
to  become  thoroughly  standardized,  there  remain  many  spe 
cial  elevators  and  conveyors  whose  installation  is  even  more 
a  matter  of  application  than  the  more  generally  used  types 
already  discussed.     This  does  not  mean  that  the  machines 
themselves  are  any  less  highly  developed,  but  that,  because 
they  are  very  specialized  in  their  purpose,  more  care  should 
be  given  to  their  selection  to  fit  any  individual  need.     The 
prospective   purchaser    should   not    consider    special   equip 
ment  as  consisting  of  experiments  worked  out  at  his  own 
expense  for,  as  before  said,  there  are  very   fe.w  handling 
operations  for  which  some  machine  has  not  been  developed 
and  standardized  to  do  the  work  more  economically  than 
it  can  be  done  by  hand.     Good  illustrations  of  special  con 
veyors  which  have  for  this  reason  been  unusually  success 
ful  in  their  application  are  automobile  and  other  manufac 
turing   and   assembly    conveyors,   newspaper   elevators   and 
ship  loader-unloaders  of  both  the  sling  and  truck-carrying 
type.     Many  of  these  special  elevators  and  conveyors  ap 
proach  very  closely  in  character  the  standard  types  of  ma 
chines    described    in    the    preceding    pages.      For    example 
they  are  in  most  cases  made  up  of  units  very  similar  to  those 
which  enter  into  the   construction   of  the   latter  machines. 
However,  they  should  not  be  confused  with  the  main  classes 
of  machines  because  of  such  apparent  similarity  in  design, 
for  their  application  is  decidedly  different. 


The  success  of  machines  applied  to  specific  purposes  has 
brought  about  a  tendency  toward  more  direct  application  of 
all  types  of  continuous  elevating  and  conveying  machinery. 
This  has  resulted  in  the  development  of  many  special  ma 
chines  based  on  the  more  commonly  known  types.  In  so 
applying  equipment  more  specifically  to  the  work  to  be 
done,  some  of  the  carry-all  capacity  of  the  general  carrier 
is  lost,  but  this  is  often  far  more  than  offset  by  the  increased 
efficiency  of  the  special  machine. 

While  most  of  this  equipment  has  been  brought  to  a 
sufficiently  high  point  of  development  to  insure  proper  me- 
chan-cal  operation,  special  attention  should  be  given  to  the 
training  of  the  actual  users  in  the  possibilities  of  each 
machine.  A  similar  caution  applies  to  maintenance.  One 
of  the  most  important  considerations  in  the  operation  of 
any  machine  designed  to  fit  a  definite  special  purpose  is  that 
the  machine  is  used  only  for  the  purpose  for  which  it  is 
designed.  This  applies  not  only  to  the  commodities  handled 
but  to  the  conditions  under  which  it  operates. 

Haulage  Conveyors  and  Elevators 

While  as  a  conveyor  alone,  the  haulage  type  has  remained 
quite  limited  in  its  use,  the  installation  of  ramps  and  other 
more  direct  routes  of  travel  in  old  buildings,  offers  many 
new  uses  for  the  elevator-conveyor  designed  on  this 
principle.  The  chief  advantages  of  this  machine  lie  in  its 
simplicity  of  installation  and  the  ease  of  pick-up  and  dis 
charge  of  trucks.  By  combining  a  small  amount  of  manual 
handling  of  trucks  with  power  haulage  a  very  economical 
conveying  system  results. 

Boat  Unloading 

Xo  freight  handling  operation  offers  more  opportunity 
for  economy  than  the  elevating  of  tracks  from  the  varying 
deck  levels  of  side-port  steamers.  Of  the  two  general  ma 
chines  ordinarily  used  or  this  purpose — the  heavy  slat  eleva 
tor  and  the  truck-haul — the  latter  is,  as  a  rule,  simpler  of 
installation,  operation  and  maintenance.  The  pushers  at 
tached  to  the  chain  at  proper  intervals  grip  the  truck  in 
fullv  as  positive  a  manner  as  the  special  slats  of  the  former 
type  elevator.  With  the  apron  elevator,  on  which  the  man 
rides  a?  well  as  the  truck,  trouble  is  sometimes  apt  to  arise 
with  careless  truckers,  through  the  fact  that  the  man  must 
step  off  at  the  top  of  the  incline  and  start  pushing  the 
truck.  But  with  the  truck-haul,  where  the  trucker  walks 
up  the  incline,  with  his  truck,  there  is  no  break  i:i  his  travel 
at  the  top  of  the  elevator.  The  outer  end  of  the  truck- 
haul  ramp,  as  was  the  apron  elevator  ramp,  is  supported 
by  cables  attached  to  the  pier  construction  above.  By 
hinging  this  ramp  at  the  inner  end  the  level  of  the  outer 
end  is  made  to  follow  any  rise  or  fall  of  deck  level  of  the 
boat. 


400 


CONVEYORS  AND  ELEVATORS  FOR  PACKED  MATERIAL 


To  insure  the  smoothest  discharge  at  the  top  and  eliminate 
the  quick  jerk  incident  to  turning  the  chain  sharply  down 
ward  over  an  end  sprocket  the  chain  should  be  run  down 
gradually  into  the  floor  until  the  pushers  pass  below 
the  level  of  the  pier  floor.  In  this  way  the  truck  is  re- 
k-ased  smoothly.  If  these  pushers  are  kept  close  together 
the  pick-up  of  each  truck  is  accomplished  with  little 
.-hock  to  the  elevator.  The  speed  of  the  chain  should  be 
set  to  be  the  same  as  that  of  a  man  walking  on  the  level 
in  trucking  ordinary  loads.  Where  these  conveyors  are 
driven  by  motors  and  reducing  gear  below  the  floor,  the 
most  effective  arrangement  for  keeping  the  ramp  clear,  spe- 


Truck  Haul 

cial  attention  should  be  given  to  providing  for  regular 
lubrication  and  other  necessary  care.  Some  of  these  eleva 
tors  are  provided  with  overload  releases,  so  that  while  they 
will  carry  any  ordinary  load,  the  conveyor  will  be  stopped 
upon  coming  in  contact  with  any  obstructions. 

Textiles  and  Finishing  Plants 

Long  truck  hauls  are  common  between  different  depart 
ments  or  buildings  of  textile,  shoe  and  other  plants  in  which 
it  is  customary  to  keep  the  product  on  trucks.  In  such 
cases  truck-haul  conveyors,  either  in  the  floor  or  overhead. 


Hauling   Trucks   by   Overhead   Conveyor 

save  time  and  labor  in  pushing  the  filled  trucks.  The  two- 
way  capacity  of  this  conveyor  makes  it  particularly  valuable 
in  that  it  will  simultaneously  return  the  empty  trucks  by 
the  return  strand  of  the  chain.  Such  a  conveyor  is  not 
only  simple  of  installation,  but  is  unusually  flexible.  Trucks 
may  be  handled  by  hand  between  the  line  of  travel  of  the 
chain  and  the  adjacent  storage  piles  or  machines.  Such 


overhead  conveyors  have  been  successfully  built  and  op 
erated  of  sufficient  strength  to  carry  the  entire  load  of 
the  truck  instead  of  merely  propelling  it.  These  truck- 
hauls  become  practically  mono-rail  conveyors.  Automatic 
switchouts  or  storage  stations  are  provided  which  avoid 
the  necessity  for  continuous  attention.  Such  a  combination 
of  a  small  amount  of  manual  trucking  with  automatic  con 
veying  makes  available  the  advantages  of  continuous  han 
dling  in  warehouses  in  which  individual  packages  con 
veyors  would  not  be  flexible  enough  to  reach  all  points  of 
the  storage  piles. 

\\  here  the  load  of  the  truck  is  carried  by  the  floor  or  on 
tracks,  a  very  light  overhead  construction  is  usually  suf 
ficient.  However  where  the  loaded  truck  is  suspended, 
clear  of  the  floor,  from  the  overhead  construction,  these 
supports  must  be  much  more  secure.  Low  loading  plat 
forms  from  2  in.  to  3  in.  above  the  floor,  onto  which  the 
trucks  are  pushed  up  inclined  ramps,  make  easier  loading 
and  unloading. 

Overhead  Track  Conveyors 

Overhead  track  conveyors  have  a  limited  but  broadening 
scope  of  use.  The  addition  of  power  driven  chains,  with 
pushers,  to  the  much  used  monorail  has  resulted  in  a  con 
veyor  well  adapted  to  continuous  assembly  systems  par 
ticularly  where  the  pieces  are  light  enough  to  be  easily  lifted 
on  and  off  the  hooks  or  other  carriers.  These  conveyors 
are  widely  used  in  metal  products,  bottling  and  textile  and 
many  other  industries  in  which  it  is  essential  that  the  floor 
space  be  kept  clear.  A  type  of  trolley  extensively  used  in 
store  service  work  is  the  wire  line  carrier  so  common  to 
dry  goods,  drugs  and  other  retail  stores. 

Metal  Products 

A  type  of  overhead  track  frequently  used  in  assembly  and 
other  processes  in  the  manufacture  of  metal  products  of 
lighter  weight  is  shown  in  the  illustration.  This  conveyor 


The  Overhead  Conveyor  Saves  Floor  Space 

consists  of  a  standard  or  special  chain  running  on  a  light 
overhead  rail.  The  fact  that  these  conveyors,  like  all  over 
head  track  systems,  will  usually  travel  in  a  horizontal  plane 
makes  them  useful  for  conveying  throughout  their  entire 
circuit.  Running  at  very  low  speeds,  such  a  com'eyor  is 
excellent  for  drying  pieces  which  have  been  painted.  By 
carrying  the  track  back  and  forth  through  the  open  room, 
or  through  steam  or  other  drying  rooms,  the  painted  piece 
may  be  left  on  the  hooks  as  long  as  required,  the  conveyor 
in  this  way  serving  as  temporary  storage.  The  fact  that 
this  storage  is  overhead,  leaving  the  floor  clear  for  opera- 


SPECIAL   ELEVATORS   AND   CONVEYORS 


401 


tors  or  machines,  is  a  valuable  consideration  in  many  plant 
layouts.  In  some  cases  the  entire  conveyor  line  is  gradual 
ly  filled  during  the  day  and  the  pieces  left  overnight.  By 
providing  the  driving  mechanism  with  two  speeds,  such  a 
conveyor  may  lie  emptied  within  a  very  short  time  before 
the  painting  work  starts  the  next  morning.  Such  overhead 
track  conveyors  are  frequently  used  where  it  is  desirable  to 
have  two  continuous  conveyors  cross  each  other.  For  ex 
ample,  conveyors  of  this  type  will  frequently  he  found 
crossing  over  a  line  of  gravity  or  apron  conveyor. 

A  free-running  chain,  supported  from  the  track  above  by 
roller  attachments,  is  most  commonly  used  for  this  work. 
These  attachments  also  provide  for  the  fastening  of  hooks 
or  other  hangers  below,  so  that  each  load  is  suspended  di 
rectly  from  the  track  and  the  chain  serves  only  the  purpose 
of  tying  together  and  propelling  the  hangers.  Such  hangers 
take  practically  every  form  and  shape,  from  the  simple 
hook  to  the  rack  into  which  a  number  of  parts  are  placed. 
Their  design  should  be  governed  mainly  by  the  ease  of  at 
taching  and  removing  the  load. 

Packing  House  Products 

The  handling  of  packing  house  products  from  the  first 
process  to  the  final  distribution  is  a  service  to  which  the 
overhead  track  system  is  particularly  adapted.  While  most 
of  these  overhead  tracks  are  pure  monorail  systems  on 
which  the  packages  are  hand-propelled,  or  travel  by  gravity, 
the  use  of  power-driven  chains  with  pushers  makes  a  big 
saving  over  the  old  method  in  many  cases,  except  in  the 
very  shcrt  runs  where  the  packages  will  run  by  gravity. 
Such  a  power-driven  system  is  valuable  not  only  in  pro 
pelling  the  loaded  carriers  forward,  but  also  in  automatical 
ly  returning  the  empty  carriers  on  the  return  run  of  chain. 
U'here  the  movement  of  meat  is  in  too  many  directions,  it 
is  usually  not  advisable  to  equip  more  than  the  trunk  line 
with  power,  the  individual  pieces  being  pushed  by  hand  from 
switchouts  at  convenient  points  along  the  trunk  to  their 
destination.  In  this  way  the  combining  of  a  small  amount 
of  manual  handling  with  long  conveyor  runs  results  in  a 
very  economica1  and  flexible  layout.  In  the  shipping  of 


The  hangers  should  be  carried  on  free-running  roller  bear 
ings.  Hooks,  as  well  as  other  types  of  hangers  are  com 
monly  used,  although  the  noose  type  shown  is  usual  for 
handling  frozen  meat. 

Automobiles 

The  overhead  track  conveyor  shown  illustrates  about  the 
simplest  type  of  this  class,  and  one  which  has  been  very  suc 
cessfully  used.  One  of  the  chief  advantages  of  MU\I  a  con 
veyor  is  the  space  saved  with  the  resulting  freedom  of  floor 
movement.  In  manufacturing  processes  where  the  conveyor 


Packing    House   Conveyors 

meat,  particularly  in  warm  weather,  the  great  reduction  in 
the  time  the  meat  is  out  of  the  refrigerator  alone  warrants 
the  use  of  continuous  power  propulsion. 

The  picture  shows  a  system  with  unusually  heavy  over 
head  supports,  laid  out  to  serve  a  line  of  freight  cars. 
Switches  and  cross-overs  provide  for  distribution  to  branch 
lines.  For  this  purpose  tracks  of  various  cross  sections, 
from  the  T  section  to  the  fully  enclosed  type,  are  in  use. 


This    Type    Is    Useful    for    Painlini:    and    Drying 

is.  used  to  carry  pieces  between  different  machines  or  opera 
tions,  it  acts  as  a  temporary  storage  system,  in  that  every 
piece  is  free  to  travel  around  the  circuit  until  finished.  The 
flexibility  of  this  type  of  conveyor,  with  the  small  space  re 
quired,  makes  it  very  efficient  in  connection  with  the  various 
assembly  conveyors  used  in  this  and  similar  industries. 

For  the  handling  of  such  light  loads  as  shown,  very  light 
track  and  overhead  framing  is  sufficient.  In  this  installation 
a  standard  chain  attachment  equipped  with  rollers  runs  in 
the  inclosed  steel  track  which  is  supported  at  intervals  of 
about  3  ft.  to  the  timber  above.  This  attachment  prevents 
the  objectionable  sway  so  common  to  many  overhead  in 
stallations  not  so  securely  braced.  Plain,  detachable  link 
chain  is  usually  satisfactory.  In  order  to  prevent  excessive 
sag  of  the  chain  between  the  suspension  points  where  the 
hangers  are  more  than  about  4  ft.  or  5  ft.  apart,  it  is  ad- 
vi.-able  to  provide  extra  chain  hangers  with  rollers  running 
in  the  track  above.  The  type  of  hanger  varies  according  to 
the  type  of  package  handled.  The  most  important  point  in 
the  design  of  the  hanger  is  to  insure  ready  attachment  or 
removal  of  pieces  in  process. 


Special  Chain   Conveyors 

The  simplest  type  of  chain  conveyor  consists  usually  of 
two  or  more  strands  of  chain  running  in  smooth  tracks. 
These  conveyors  are  similar  in  construction  to  the  push  bar 
conveyor.  In  most  of  them,  however,  the  package  is  sup 
ported  on  the  chain  itself,  whereas  with  the  push  bar  type 
the  package  is  pushed  or  dragged  along  the  tracK  or  run 
way.  These  conveyors  are  best  adapted  to  boxes  or  other 
firm  packages  which  have  no  tendency  to  be  caught  in  the 
exposed  chains.  Ordinarily  such  a  conveyor  requires  more 
careful  loading  and  is  less  flexible  as  to  diverting  than  the 
apron  or  belt  types.  Its  chief  advantage  lies  in  the  sim 
plicity  of  installation  and  the  light  weight  of  the  moving 
parts.  The  saving  in  power  which  naturally  accrues  from 


402 


CONVEYORS  AND  ELEVATORS  FOR  PACKED  MATERIAL 


the  latter  feature,  is,  in  most  cases,  offset  by  the  fact  that 
the  sliding  friction  of  the  plain  chain,  commonly  used,  is 
greater  than  that  of  the  roller  chains  most  used  with  the 
standard  types  of  push  bar  and  apron  conveyors. 

For  some  long  and  narrow  packages  a  single  strand  of 
very  wide  special  chain  is  sometimes  used.  However,  from 
two  to  four  strands  is  the  usual  arrangement.  Since  the 


A   Convenient  Type  for  Handling  Boxes 

packages  generally  rest  directly  on  the  chain,  rollci  chain 
is  not  often  used  in  this  type.  Because  of  the  plain  chain 
the  tracks  on  which  it  slides  should  be  kept  well  greased 
and  free  from  dirt.  Small  channels,  with  flanges  turned  up, 
form  convenient  chain  tracks.  Frequently  special  attach 
ment  on  the  chains  forming  small  carriages  or  pushers  are 
piovided  for  the  carrying  of  objects  of  special  shape.  Such 
au  arrangement  approaches  very  closely  the  character  of 
the  roller  carriage  type  used  so  much  in  automobile  assem 
bly  work. 

Assembly  Conveyors 

Double  strand  chain  conveyors  of  special  design  have  been 
much  used  in  the  assembly  of  automobiles.  These  continu 
ously-moving  "work  benches,"  running  at  such  speed  as  to 
promote  the  maximum  output  of  each  workman,  have  prac 
tically  revolutionized  the  quantity  production  of  pleasure 


Double    Strand    Assembly    Conveyor 

cars,  trucks  and  tractors.    The  resulting  better  organization 
of  production  is  usually  an  even  greater  advantage  than  the 


actual  saving  of  labor  and  time  of  moving  materials.  In 
order  to  reduce  to  a  minimum  the  time  of  attaching  small 
parts,  these  parts  are  sometimes  placed  in  racks  which  are 
carried  on  the  moving  conveyor  immediately  behind  the 
moving  chassis  or  other  unit.  Since  these  racks  follow  the 
chassis  the  parts  are  always  at  hand.  A  high  development 
of  this  method  has  been  very  successful  in  the  quantity  pro 
duction  of  farm  tractors. 

The  special  carriage  for  the  support  of  the  unit  or  car  in 
process  may  take  any  one  of  many  different  forms,  but  must 
securely  hold  each  piece  on  which  work  is  being  done.  A 
hinged  attachment  to  the  chain  forms  a  good  support,  and 
one  which  is  readily  fastened  to  or  removed  from  the  piece 
being  assembled.  The  proper  height  of  these  moving  tables 
depends  on  the  operation  being  performed,  but  is  usually 
from  24  in.  to  30  in.  above  the  floor.  Where  it  is  difficult  to 
;it  the  height  of  the  entire  conveyor  line  to  all  operations,  it 
is  advisable  to  have  certain  of  the  operators  stand  on  low 
platforms.  To  afford  the  most  economical  operation  of  such 
an  assembly  conveyor  the  parts  to  be  attached  to  the  unit 
or  chassis  as  it  moves  forward  should  be  fed  to  the  line  of 
travel  with  the  least  possible  confusion.  Probably  the  most 
satisfactory  method  of  doing  this  is  by  means  of  other  con 
veyors  or  chutes  which  bring  in  these  parts  from  machine 
shops  or  other  storage  buildings.  Such  conveyors  should 
deliver  from  the  side  to  the  line  of  travel  at  the  point  at 
which  they  are  to  be  attached. 

The  continuous  assembly  of  automobiles  has  become 
standard  in  all  plants  operating  on  a  quantity  production 


The   Finish   of   the   Assembly 

basis.  The  advantage  gained  lies  not  only  in  the  actual  sav 
ing  in  the  labor  of  moving  the  different  parts — although  this 
is  usually  appreciable — but  also  in  the  organizing  effect  of 
the  continuous  movement  of  the  car  and  its  parts  through 
the  entire  assembly.  The  illustration  shows  a  car  mounted 
on  a  special  carriage  being  moved  sidewise  in  final  assem 
bly.  Where  assembly  layout  conditions  permit  it,  some 
space  is  saved  and  the  special  carriage  eliminated  by  having 
the  car  carried  lengthwise,  its  wheels  being  carried  directly 
on  two  lines  of  conveyor.  The  decrease  in  handling  costs, 
due  to  progressive  assembly  with  conveyors,  has  been  so 
pronounced  that,  in  the  more  modern  quantity  production 
plants  practically  every  part  moves  on  some  type  of  con 
veyor  from  the  time  it  leaves  the  foundry  or  machine  shop, 
through  the  chassis  and  body  assembly,  paint  shop,  drying 
ovens,  to  its  final  assembly,  when  the  car  leaves  the  conveyor 
on  its  own  wheels.  In  such  a  system  the  various  parts  to  be 
assembled  are  supplied  by  auxiliary  conveyors  at  the  proper 
point  along  the  main  conveyor  line  as  the  assembly 
progresses. 


SPECIAL   ELEVATORS   AND   CONVEYORS 


403 


For  this  service  both  single  and  double  strunds  of  chain 
are  used  to  propel  the  carriages.  Carriages  or  platforms 
of  many  different  types  are  used,  but  all  based  on  a  some 
what  similar  principle.  As  convenience  in  working  fre 
quently  makes  it  necessary  to  support  the  car  at  some  height 
above  the  floor,  carriages  with  high  standards  are  often 
used.  To  avoid  the  necessity  of  providing  a  pit  under  the 
conveyor  for  the  return  carriages  to  travel  in,  these  stand 
ards  are  sometimes  made  collapsible  so  that  they  automati 
cally  fold  up  upon  reaching  the  end  of  the  conveyor  and 
return  within  a  very  small  space.  In  other  systems  these 
carriages,  while  propelled  by  a  chain,  as  shown,  are  not 
actually  attached  to  the  chain.  At  the  end  of  the  conveyor 
the  tracks  carrying  the  now-empty  carriage  are  tripped,  al 
lowing  the  carriage  to  disengage  from  the  chain  and  run 
back  by  gravity  to  the  starting  point.  The  most  important 
point  of  design  in  all  assembly  conveyors  of  this  type  is  to 
insure  smooth  travel  of  the  carriage  either  loaded  or  empty, 
particularly  where  it  travels  over  the  end  sprockets  at  the 
end  of  the  conveyor. 

Sling  Type  Carriers 

The  sling  type  carrier  affords  one  of  the  most  economical 
methods  of  loading  and  unloading  packages  of  fairly  uniform 
size,  weighing  up  to  about  200  Ib.  in  and  out  of  ships.  In 
loading  packages  it  is  comparable  in  speed  and  careful  han 
dling  with  the  combined  belt,  or  apron,  elevator  and  chute 
systems.  Because  of  the  greater  work  done  in  lifting  cargo 
from  the  hold  of  the  ship  it  is  even  more  efficient  in  un 
loading  than  in  loading.  One  of  the  biggest  advantages  of 
such  a  loader  is  that,  while  it  will  not  handle  the  heavier 
pieces  of  general  cargo,  it  carries  the  lighter  cargo  through 
the  same  hatch  into  which  the  ship's  hoist  is  handling  the 
heavy  loads.  Because  of  the  character  of  the  slings,  pack 
ages  are  handled  with  greater  care  and  safety  than  is  pos 
sible  with  the  usual  hoist  method.  Obviously,  with  the 
continuous  stream  of  packages  handled,  the  capacity  is  very 
high.  These  sling  type  machines  are  built  in  both  stationary 
and  portable  form,  the  difference  in  manner  of  supporting 
being  the  chief  variation.  Obviously,  with  fixed  support, 
the  machine  may  well  be  heavier  and  carry  greater  loads 
than  the  portable  machines. 

Portable  Type 

The  advantage  of  the  portable  type  is  that  it  can  be 
readily  moved  from  one  hatch  or  ship  to  another.  The 
machine  is  usually  lifted  from  its  detachable  carriage 
into  position  by  the  ship's  hoist.  Then  after  being 
"blocked  up"  and  the  terminals  lowered  into  operating  po 
sition,  it  is  ready  for  service.  When  the  work  in  any  one 
hatch  is  completed  it  is  lifted  back  onto  its  carriage  on  the 
dock,  in  housed  position,  and  moved  by  hand  to  the  next 
hatch  or  shipside.  Because  of  the  greater  weight  required 
if  the  machine  were  to  handle  heavy  packages,  this  portable 
machine  is  limited  to  packages  of  about  200  Ib.  in  weight 
and  of  the  approximate  size  of  2  ft.  diameter  by  6  ft.  long. 

The  frame  of  this  machine  is  made  as  light  as  is  consistent 
with  reasonable  strength  and  wear.  Because  of  the  neces 
sity  of  easy  moving  from  place  to  place,  and  handling  with 
the  ship's  derrick,  this  is  particularly  important  with  the 
portable  machine  of  this  type.  For  average  service  light 
steel  angles  rigidly  trussed  and  cross-braced  are  used.  The 
cross  bars,  placed  usually  at  intervals  of  about  3  ft.  6  in., 
are  generally  formed  of  two  pipes,  the  outer  one  turning 
freely  on  the  inner.  The  slings  should  be  of  heavy  canvas, 
specially  reinforced  where  looped  over  the  cross-bars.  The 
length  of  life  of  these  slings  is  surprisingly  long.  In  ordi 
nary  service  this  runs  from  six  months  to  two  years,  after 


which  they  are  easily  replaced  at  a  reasonable  cost.  The 
two  chains  should  run  at  a  distance  apart  slightly  greater 
than  the  longest  package  to  be  handled.  They  are  usually 
pintle  or  other  standard  types,  the  size  depending  on  the 
service.  A  chain  speed  of  about  60  ft.  per  min.  is  usual, 
giving  a  capacity,  with  slings  spaced  3  ft.  6  in.  apart,  of 
about  1,000  packages  per  hour.  The  portable  machines 
carry  their  own  motors  which  are  arranged  to  run  the 
chain  and  slings  in  either  direction.  The  weight  of  the 
average  machine  is  from  two  to  two  and  one-half  tons. 

In  operation  both  the  end  in  the  hold  and  that  on  the 
dock  are  supported  only  by  the  chains  and  two  light  cables 
which  are  used  to  draw  up  the  ends.  There  is  no  framing 
other  than  the  supporting  horizontal  trusses.  Weights  sus- 


Portable  Sling  Type   Conveyor 

pended  below  each  terminal  keep  the  moving  chains  taut. 
Loading  is  most  conveniently  done  from  gravity  conveyor, 
the  packages  being  pushed  into  each  empty  sling  as  it  passes 
tiie  loading  point.  As  the  load  passes  over  the  top,  and 
again  to  the  down  side,  the  package  rolls  to  a  new  position 
in  the  flexible  sling,  but  unless  it  is  entirely  too  large  for 
the  sling,  is  always  held  securely.  As  each  package  reaches 
the  discharge  table,  which  may  be  set  at  any  level,  it  is  au 
tomatically  unleaded  to  this  table  from  which  it  is  carried  by 
hand,  trucks,  or,  more  effectively,  by  gravity  conveyor.  The 
empty  sling  passes  back  up  the  return  side  to  the  loading 
point.  To  provide  for  a  shorter  length  of  the  hanging 
ends,  due  to  variations  in  water  level  or  depth  of  hold, 
arrangement  is  made  within  the  frame  for  the  chain  and 
empty  slings  to  pass  back  and  forth  over  idler  sprockets. 
This  machine  requires  practically  no  attention  in  opera- 
lion,  other  than  occasional  moving  of  these  intermediate 
idler  shafts  and  sprockets,  as  the  ship  rises  or  falls.  Two 
men  at  the  loading  point  keep  the  slings  loaded.  W-hile  the 
discharge  i>  automatic,  one  or  two  men  should  be  sta 
tioned  at  this  point  also  to  insure  the  proper  routing  of  the 
packages  away  from  the  machine. 

Another  interesting  variation  of  the  fixed  sling  type  carrier 
is  illustrated.  This  machine  has  been  applied  mainly  to  the 
handling  of  bananas,  although  it  is  well  adapted  to  the  con 
veying  of  many  types  of  packages  of  fairly  uniform  size 
and  weight.  The  stationary  tower  construction  is  very  sat 
isfactory  where  it  is  convenient  to  do  all  loading  and  un 
loading  from  one  point,  or  to  move  the  boat  in  changing 
from  one  hatch  to  another.  With  the  stationary  installation 
it  is  practicable  to  provide  for  conveying  the  packages  fur 
ther  back  into  the  warehouse,  or  to  cars  on  sidings,  than 
with  the  portable,  self-contained  type. 

This  loader  is  raised  or  lowered  in  the  hold  of  the  vessel 
by  means  of  cables  passing  over  sheaves  on  the  supporting 


4C4 


CONVEYORS  AND  ELEVATORS  FOR  PACKED  MATERIAL 


tower.  This  method  of  handling  the  boom  of  the  machine 
makes  for  somewhat  quicker  manoeuvering  into  position. 
However,  the  fixed  position  of  the  supporting  structure  is  a 
disadvantage  in  that  it  cannot  be  quickly  moved  from  one 


Banana   Carrier 

hatch  or  ship  to  another,  as  is  feasible  with  the  portable 
type.  In  machines  of  this  type  the  tower  is  sometimes 
mounted  on  rails  laid  on  the  wharf,  which  gives  a  limited 
degree  of  portability  to  the  machine.  Because  of  the  better 
protection  afforded  to  the  running  parts  of  the  conveyor  so 
supported,  these  machines  are  somewhat  more  durable  than 
the  portable  type. 

While  this  carrier  is  used  chiefly  for  handling  bananas, 
it  may  be  applied  as  a  conveyor  for  packages  fairly  uniform 
in  size  and  weight. 

Stationary  Type 

Where  conditions  are  such  that  loading  and  unloading 
may  be  done  from  one  point  the  stationary  sling-type  loader 


Cantilever   Type   Sling    Conveyor 

produces  an  even  greater  economy  than  the  portable  type. 
The  saving  in  time  of  moving  from  place  to  place  is  offset 
somewhat  by  the  time  of  moving  the  boats  or  barges.  How 
ever,  more  satisfactory  conveyor  connections  are  possible  at 


the  wharf  end  of  the  stationary  machine  than  with  the  port 
able  one.  This  is  an  important  consideration  in  view  of  the 
fact  that  the  capacity  of  this  loader  is  so  high  as  to  warrant 
the  fastest  available  means  of  feeding  to  or  removing  pack 
ages  from  the  machine.  The  photograph  shows  such  a  con 
veyor  leading  from  the  end  of  the  machine  to  the  storage 
piles  in  the  warehouse.  The  slings  discharge  automatically 
to  this  conveyor. 

A  very  simple  supporting  structure  for  such  a  machine 
is  illustrated.  If  desirable  a  loader  so  supported  may  be 
arranged  to  be  raised  vertically,  providing  clear  passage  of 
the  higher  boats  when  moving  into  position.  In  order  to 
avoid  moving  the  boat  while  being  loaded  or  unloaded,  pro 
vision  is  made  for  the  cantilevered  frame  to  swing  from 
side  to  side  as  the  barge  is  trimmed.  The  picture  shows 
very  clearly  the  balance  weight  hanging  from  the  lower  ter 
minal  which  keeps  the  terminal  end  sufficiently  stable  and 
the  chains  taut.  While  the  machine  is  in  operating  posi 
tion,  as  shown,  in  order  to  reach  the  level  of  the  baige,  this 
terminal  end  is  lowered  by  letting  out  a  portion  of  the  chain 
that  is  now  passing  back  and  forth  over  the  idler  sprockets 
in  the  frame.  This  flexible  feature  of  the  machine  is  one 
of  its  chief  advantages  for  tidewater,  or  other  such  varying 
conditions. 

Live  Roll  Conveyors 

The  live  roll  conveyor  has  been  applied  chiefly  to  the 
handling  of  fairly  long  objects  with  one  smooth  and  firm 
side  such  as  would  be  adaptable  to  gravity  roller  conveyor. 


Live  Roll  Conveyor 

However,  it  has  also  found  an  economical  use  as  a  short 
booster  in  gravity  conveyor  systems.  Sometimes  a  very 
satisfactory  conveyor  is  formed  by  providing  occasional  live- 
rollers  in  a  line  of  gravity  conveyor  which  is  set  practically 
level.  These  live  rollers,  driven  by  longitudinal  shaft  or 
other  means,  keep  the  packages  moving.  This  type  of  con 
veyor  has  been  much  used  in  the  conveying  of  lumber,  both 
as  an  independent  carrier,  and  as  an  auxiliary  for  long  runs 
of  gravity  conveyor.  An  advantage  of  this  type  of  con 
veyor  is  its  adaptability  to  slight  curves,  the  light  driving 
shaft  at  the  side  being  provided  with  flexible  joints.  In 
conveying  such  pieces  as  boards  the  rollers  may  well  be  set 
at  long  distances  apart. 

Two  methods  of  driving  live  rolls  are  most  used.  In  the 
first  and  most  common  one  a  light  shaft  is  run  the  full 
length  of  a  conveyor,  along  the  side,  equipped  at  intervals 
with  bevelled  gears.  These  gears  drive  similar  gears  set 
on  the  extended  shaft  of  the  live  roll.  The  other  usual  ar 
rangement  consists  of  a  light  chain  which  runs  along  over 
one  end  of  all  the  rollers,  engaging  the  teeth  of  small 


SPECIAL   ELEVATORS   AND   CONVEYORS 


405 


sprockets  set  on  the  extended  shafts  of  the  latter.  The 
rollers  are  usually  2'/>  in.  to  3  in.  in  diameter,  of  steel  or 
wood,  preferably  the  former.  Because  of  tin-  tendency  of 
such  packages  as  are  usually  handled  on  this  type  of  con 
veyor,  to  slide  back  the  live  roll  conveyor  is  seldom  used  at 
incline  greater  than  10  deg. 

Wire  Line  Carriers 

From  the  handling  of  money,  messages,  paper  and  other 
light  objects,  the  scope  of  the  wire  line  carrier  has  been 
extended  to  the  conveying  of  merchandise  parcels,  tools, 
or  even  commodities  in  process  of  manufacture.  The  over 
head  location  of  the  supporting  wires  makes  it  possible 
for  them  to  be  run  through  even  the  most  crowded  de 
partments  without  interfering  with  the  machines  or  air-les. 


Light   Packages   Are   Distributed   Overhead 

Similarly,  dispatching  and  receiving  stations  may  be  un 
obtrusively  located  at  almost  any  point  and  within  easy 
reach  of  the  floor.  While  the  carrier  lines  of  these  con 
veyors  usually  radiate  from  a  central  desk  in  a  complete 
system,  it  is  frequently  advantageous  to  install  individual 
lines  running  between  successive  operations  or  machines. 
In  shoe  factories,  textile  mills,  machine  shops  and  many 
other  plants,  small  parts  such  as  bobbins  and  light  tools 
are  carried  conveniently  and  directly  by  these  conveyors. 
These  parcel  conveyors  built  on  the  wire  line  principle 
are  limited,  practically,  to  loads  of  about  20  Ib.  The  strain 
on  the  supporting  wires  for  the  heavier  loads  is  high  and 


Central    Station    and    Wrapping    Department 

for  this  reason  secure  bracing  of  the  standards  is  essential 
as  is  the  use  of  the  best  quality  of  wire.  Two  lines  of 
wire  are  generally  used,  the  lower  as  the  track  and  the 
upper  as  a  strengthening  wire.  The  baskets  or  other 


From  150  it.  to  200  ft.  is  about  the  limit  ot  horizontal 
travel,  which  is  consideiably  less  if  sharp  up-grades  are 
to  be  negotiated.  Obviously,  special  care  should  be  taken 
to  make  the  baskets  or  other  containers  no  heavier  than  is 
necessary  to  secure  a  durable  container.  An  arrangement 
i'or  pulling  the  basket  down  to  convenient  loading  heights  is 
advisable,  although  the  carrier  which  is  dispatched  direct 
from  the  loading  point  is  somewhat  simpler. 

\\  bile  the  use  of  wire  line  carriers  has  long  since  been 
brought  to  a  high  point  of  development  in  store  service, 
this  conveyor  is  constantly  being  applied  to  new  work  in 
this  field.  This  has  resulted  largely  from  increasing  de 
mands  for  speed  in  the  handling  of  orders  or  sales,  al 
though  improvements  in  design  have  had  much  to  do  with 
it.  Particularly  where  it  is  necessary  to  send  orders  or 
requisitions  to  other  departments  or  floors  and  have  the 
parcels  returned,  this  conveyor  is  efficient  in  speeding  up 
businos.  In  many  crowded  stores  installations  of  wire  line 
carrier-,  have  created  order  out  of  chaos,  making  possible, 
an  organization  that  would  be  otherwise  impracticable. 
In  retail  and  other  stores  where  attractive  store  fixtures 
are  necessary,  the  neat  appearance  and  noiseless  operation 
of  this  equipment  are  factors  in  its  success. 

Many  special  types  of  cars  or  baskets  are  used,  each 
designed  to  lit  the  class  of  packages  to  be  handled.  For 
parcels,  the  most  common  carrier  is  the  wire-mesh  basket, 
strongly  reinforced  and  braced  to  withstand  the  rather 
sudden  strains  incident  to  the  operation  of  this  equipment. 
The  baskets  are  usually  designed  to  be  lowered  at  their 
sending  points  for  convenience  in  loading  and  unloading. 
The  baskets  are  usually  propelled  by  hand-operated  mechan 
isms  which  impart  to  the  car  sufficient  impulse  to  carry 
it  to  its  destination.  The  return  may  be  by  gravity,  or  by 
similar  hand  propulsion,  or  by  a  combination  of  both. 
Where  necessary  to  turn  corners  or  make  bends  in  the  line 
of  travel  to  accommodate  special  layout  conditions,  curves 
may  be  installed  of  any  desired  radius. 

The  cash-carrier  is  a  type  of  wire-line  carrier  used 
mainly  for  the  handling  of  cash,  messages,  and  very  small 
objects,  rather  than  for  package  or  material  handling. 
Propulsion  may  be  by  hand  or  by  continuously  moving 
wires  or  cables. 

Pneumatic  Tubes 

The  extension  of  the  scope  of  pneumatic  tubes  to  the 
handling  of  merchandise  and  fairly  heavy  packages  is  a 
comparatively  recent  development.  From  the  carrying  of 
ca.-h,  messages,  and  papers,  the  field  of  application  of  this 


Pneumatic   Package   Conveyor 

conveyor    now    includes    the   handling   of   mail,    and    many 
lighter    objects    which   are   contained    within   a    reasonablv 


hangers   may  be  pushed  by  hand,  although  they  are  more      uniform  range  of  sizes.     Even  fairly  heavy  packages  have 
commonly  propelled  by  springs,  operated  by  the  dispatcher.      been    successfully    handled.      In    manufacturing    processes 


406 


CONVEYORS  AND  ELEVATORS  FOR  PACKED  MATERIAL 


these  tubes  provide  instant  dispatch  between  successive  op-  air  or  vacuum  is  the  propelling  force  in  pneumatic  tube 
erations.  A  very  economic  application  of  this  carrier,  and  systems.  The  range  of  distance  over  which  these  systems 
one  which  saves  much  loss  of  time  and  unnecessary  mov-  operate  depends  largely  upon  the  weight  of  the  package 
ing  about,  is  the  conveying  of  small  parts  between  tool  and  the  provision  made  for  supplying  the  proper  pressure, 
room  or  stock  room  and  machines.  The  unusual  flexibility  Special  blowers  for  each  system  are  usual,  although  where 

compressed  air  is  used  for  other  purposes  it  may  be  sup 
plied   from  the  central   source. 

Carrousel   Conveyors 

A  type  of  special  conveyor  much  used  in  bottling  plants, 
canning  plants  and  foundries  is  shown  in  the  accompanying 
illustrations.  The  fact  that  the  apron  of  this  machine 
travels  in  a  horizontal  plane  throughout  its  entire  circuit 
and  is  readily  accessible  from  any  point  makes  it  an  eco 
nomical  work  table.  Objects  placed  on  the  conveyor  will 
travel  continuously  until  removed,  the  carrying  surface  thus 
acting  as  a  temporary  storage  platform.  In  bottling  plants 
these  machines  make  excellent  moving  work  tables  in  con- 
The  Conveyor  Co-ordinates  Shop  and  Office 

of  the  pneumatic  tube,  with  its  adaptability  to  the  most 
irregular  or  crowded  layouts,  is  a  distinct  advantage  in 
many  plants.  These  carriers  may  be  installed  in  parti 
tions,  furred  ceilings,  shafts,  or  other  out-of-the-way  places. 
Since  they  require  infrequent  attention  they  need  not  be 
so  accessible  as  some  other  types  of  carriers. 

The  size  of  the  traveling  containers  or  individual  car 
riers  depends  upon  the  size  of  the  objects  to  be  handled. 
Each  problem  is  individual  in  its  solution.  An  essential 
basis  of  good  design  is  careful  handling  of  these  containers. 


Shop   Terminal    of   Pneumatic   Conveyor 

To  this  end,  very  smooth  tubes  are  necessary,  with  neatly 
fitted  connections  between  sections.  Similarly  careful  de 
livery  at  the  terminals  is  essential.  Neat  appearance  is  im 
portant,  where  the  tubes  run  exposed,  in  the  usual  sur 
roundings  where  this  equipment  is  installed.  Compressed 


A    Carrousel    in   a    Canning   Factory 

nection  with  filling  and  packing  operations.  In  canning 
plants  they  have  practically  revolutionized  the  peeling,  sort 
ing,  or  picking  of  fruits.  In  foundries,  flasks  and  other 
accessories  move  in  a  systematic  and  orderly  manner,  be 
tween  successive  operations. 

Since  the  terminals  of  this  conveyor  travel  in  a  hori 
zontal  rather  than  in  the  usual  vertical  plane,  somewhat 
more  care  in  design  of  the  ends  of  the  conveyor  is  nec 
essary  than  with  the  standard  types  of  slat  conveyors. 
Most  of  these  machines  are  built  on  the  roller  carriage 
principle,  with  individual  carrier  platforms  mounted  on 
wheels  and  propelled  by  a  single  strand  of  plain  chain. 
There  is  seldom  any  necessity  that  they  be  reversible  in 
motion,  but  the  motion  should  be  smooth.  Slow  speeds 
are  customary,  from  2  ft.  to  3  ft.  per  min.  to  30  ft.  or  40 
ft.,  depending  upon  the  nature  of  the  work  to  be  done. 


LOOSE  MATERIAL  CONVEYORS 

Centrifugal  Discharge,  Perfect  Discharge  and  Continuous 
Bucket  Elevators;  Gravity  Discharge  V-Bucket  and 
Pivoted    Bucket    Carrier    Elevator-Conveyors; 
Belt,     Apron     and     Pan,     Flight,     Screw, 
Reciprocating   and    Current   Convey 
ors;  Portable  Loaders 


A  Treatise  Covering  the  Construction  and  Application  of 

Continuous  Elevators  and  Conveyors 

for  Handling  Loose  Materials 


By 

HENRY  J.  EDSALL 

Engineering  Department,  Link-Belt  Company 


Conveyors  and  Elevators  for  Loose  Material 


CONTINUOUS  CONVEYORS  are  usually  the  most  economical 
means  for  mechanically  loading  and  unloading  loose 
bulk  materials  and  for  moving  them  short  distances. 
By  the  term  continuous  conveyor  is  meant  those  types  of 
machines    which   keep   the   material    moving    forward    in    a 
constant    stream   or    in    separate    amounts    following    each 
other  so  closely  that  this  result  is  approximated. 

Continuous  machines  are  more  or  less  automatic  in  their 
operation,  since  it  is  usually  necessary  only  to  feed  the 
material  to  them,  after  which  the  handling  and  delivery 
are  automatic.  The  result  of  the  continuous  movement  is 
a  rapid  rate  of  handling  even  though  the  stream  of  material 
may  be  comparatively  small  and  the  automatic  handling  and 
delivery  reduces  the  labor  item  to  a  minimum. 

The  extensive  use  of  continuous  conveyors  is  a  compara 
tively  recent  development.     As  most  of  the   modern   loose 
material  conveyors  except  the  screw  and  the  belt  conveyors, 
and  the  comparatively  little 
used  reciprocating  flight  and 
reciprocating     trougli     con 
veyors,    depend    upon    some 
form    of    chain    or    belt    to 
which    carriers    or    pushers 
are    attached,    the    improve 
ments   in   chains   and    fabric 
belts    have    been    important 
factors  in  extending  the  use 
cf  such  types  of  machinery. 

The  development  of  mod 
ern  conveyor  chains  dates 

largely  from  the  invention  of  the  detachable  link  by 
Win.  D.  Ewart  in  1873.  The  Ewart  malleable  iron 
chain  is  well  adapted  to  conveyor  work,  especially  of 
the  lighter  character,  since  wings  can  be  easily  cast  on 
certain  links  for  attaching  buckets  and  brackets  for 
attaching  flights  or  pushers,  and  various  other  types  of 
attachments  for  special  kinds  of  work. 

The  idea  of  carrying  materials  on  belts  dates  back  many 


years  but  the  extensive  use  of  belt  conveyors  for  loose 
materials  resulted  from  the  development  of  troughing  idlers 
for  supporting  the  belt  on  the  loaded  run,  and  bending 
up  the  edges  of  the  belt  to  prevent  the  material  from 
working  out  sideways.  Excessive  troughing  results  in  in 
jury  to  the  belts  and  should  be  avoided. 

With  the  increasing  use  of  chains  for  conveying  pur 
poses,  accompanied  by  a  demand  for  greater  durability  to 
meet  conditions  imposed  by  larger  and  heavier  machines 
and  in  order  to  satisfactorily  handle  abrasive  materials, 
detachable  link  chains  have  been  largely  superseded  by  im 
proved  designs  having  closed  protected  joints.  The  best 
modern  chains  have  case  hardened  steel  bushings  and  hard 
steel  pins. 

Machine  Types 

Continuous  motion  equipment  for  handling  loose  material 

may  be  divided  into  three 
groups :  elevating  only,  ele 
vating  and  conveying;  con 
veying  only. 

Machines  for  elevating 
only  are  almost  without 
exception  of  the  bucket  type, 
including  the  so-called  cen 
trifugal  discharge  elevator; 
the  perfect  discharge  ele- 


Bucket  Elevators:  Centrifugal  Discharge;  Per 
fect  Discharge;  Continuous  Bucket. 

Elevator-Conveyors:  Gravity  Discharge 
V-Bucket;  Pivoted  Bucket  Carrier. 

Conveyors:  Belt;  Apron  and  Pan;  Flight; 
Screw;  Reciprocating;  Current. 

Portable  Loaders. 

vator     and     the     continuous 

bucket  elevator. 

Machines  for  both  ele 
vating  and  conveying  are  also  ordinarily  of  the  bucket 
type  either  of  the  gravity  discharge  V-Bucket  or  of 
the  pivoted  bucket  carrier  form,  and  in  a  few  instances 
are  of  the  screw  type. 

Machines  for  conveying  only  include  belt  conveyors,  apron 
and  pan  conveyors,  flight  conveyors,  screw  conveyors,  re 
ciprocating  flight  conveyors  and  reciprocating  trough  con 
veyors. 


Bucket  Elevators 


Bucket  elevators  consist  of  a  series  of  buckets  mounted 
on  and  carried  by  one  or  two  strands  of  chain  or  a  belt. 
The  buckets  may  be  spaced  some  distance  apart  or  close 
together.  Their  function  is  to  elevate  or  lower  material 
from  one  level  to  another  and  they  may  be  operated  in  sub 
stantially  vertical  or  inclined  positions.  In  one  form  or  an 
other  they  are  adapted  to  handling  any  kind  of  loose  bulk 
material. 

Centrifugal  Discharge  Elevators 

The  centrifugal  discharge  type  is  the  simplest  and  most 
used  bucket  elevator.  Three  modifications  are  in  general 
use — single  strand  chain  and  bucket,  double  strand  chain 
and  bucket,  and  belt  and  bucket. 

For  all  these  machines  the  material  to  be  handled  is  fed 
into  a  boot  at  the  bottom  from  which  it  is  picked  up  by 
the  buckets  and  after  being  elevated  it  is  discharged  by 
centrifugal  force  as  the  buckets  pass  over  the  head  wheel. 
Because  of  the  method  of  discharge  which  must  be  made 
without  friction  on  the  bucket  and  in  such  a  manner  as 


to  insure  that  the  material  be  thrown  forward  into  the  re 
ceiving  chute  it  is  essential  that  the  diameter  of  the  head 
wheel  and  the  speed  be  so  proportioned  that  the  centrifugal 
force  just  neutralizes  the  force  of  gravity.  If  the  speed 
is  too  great  some  of  the  material  will  be  carried  past  the 
chute  and  if  too  low  some  will  fall  out  before  the  chute 
is  reached.  The  usual  speed  of  operation  of  this  type  of 
elevator  ranges  from  ISO  ft.  per  min.  to  400  ft.  per  min. 
dependent  on  conditions. 

Centrifugal  discharge  elevators  of  the  chain  and  bucket 
type  are  usually  installed  in  as  nearly  a  vertical  position 
as  practical  to  avoid  any  tendency  of  the  chain  and  buckets 
to  sag  down  or  sway.  They  may,  however,  be  inclined 
to  a  certain  extent  without  supports  providing  space  is 
provided  underneath  for  the  sag.  When,  however,  this 
inclination  is  carried  beyond  a  certain  point,  it  is  customary 
to  use  idlers  at  intervals,  or  slides  to  support  the  chain 
on  the  ascending  run,  and,  when  the  inclination  is  con 
siderable,  the  descending  run  is  also  supported.  In  such 
cases,  since,  on  the  return  run,  the  buckets  are  underneath, 


409 


410 


CONVEYORS   AND   ELEVATORS    FOR   LOOSE    MATERIAL 


Centrifugal;    Perfect    Discharge;    and    Continuous   Bucket   Elevator 


Some  Typical  Applications   of  Bucket  Elevators 


BUCKET   ELEVATORS 


411 


and  it  is  not  advisable  to  slide  them,  tracks  are  provided 
on  which  the  chains  slide  or  supporting  idlers  are  installed 
at  intervals.  In  some  cases  bars  are  bolted  to  the  backs 
of  the  buckets,  and  allowed  to  extend  beyond  the  buckets 
at  each  end,  so  that  the  ends  of  the  bars  may  slide  up 
and  down  cm  tracks.  Sometimes  sliding  shoes  which  are 
renewable  are  attached  to  the  ends  of  the  bars  to  take 
the  wear. 

Because  of  the  weight  and  the  increasing  tendency  to 
sway  when  heights  are  excessive  centrifugal  discharge  chain 
and  bucket  elevators  are  seldom  used  for  heights  exceeding 
100  ft.  Helt  elevators,  because  of  their  lighter  weight, 
may  lie  employed  for  heights  ranging  up  to  ISO  ft.  or  even 
more. 

Each  of  the  modifications  in  form  of  centrifugal  dis 
charge  elevator  has  its  particular  advantage.  For  mod 
erate  heights  and  buckets  of  medium  length  a  single  strand 
of  wide  chain  is  simpler,  less  expensive  to  maintain  and 
thus  preferable  to  two  strands  of  narrow  chain.  Where 
long  buckets  and  great  heights  are  required  the  swaying 
tendency  of  the  single  strand  chain  makes  it  advisable 
to  adopt  the  two  strand  construction.  However,  with 
double  strands  there  is  a  tendency  produced,  by  unequal 
wear  or  stretch,  to  set  up  undesirable  strain  in  the  chain 
and  the  attachments  which  fasten  the  buckets  to  the  chains. 
This  can  be  largely  compensated  for  by  attaching  the  two 
strands  of  chain  to  swivel  connections  fastened  to  the  ends 
of  the  buckets.  The  belt  form  is  always  preferable  for 
extreme  heights. 

The  chain  and  bucket  centrifugal  discharge  elevators  are 
particularly  adapted  for  handling  coarse  and  fine  dry  ma 
terials,  either  hot  or  cold,  which  are  not  of  too  abrasive  a 
character.  They  are  extensively  used  in  power  plants  for 
handling  coal  and  ashes,  and  in  fertilizer  plants,  cement 
plants,  chemical  works,  coke  ovens,  etc.  In  addition,  this 
type  of  machine  is  employed  for  elevating  water  in  connec 
tion  with  irrigation  or  drainage  projects  and  when  fitted 
with  perforated  buckets  for  dewatering  purposes  in  anthra 
cite  coal  washers  and  canning  plants.  When  equipped  with 
special  wear  resisting  chains  the  chain  and  bucket  type  is 
frequently  used  for  handling  abrasive  materials. 

The  belt  and  bucket  type  is  particularly  adapted  for  han 
dling  abrasive  materials  which  would  cause  excessive  wear 
in  ordinary  chains  and,  as  well,  for  free  flowing  materials 
such  as  flour,  hydrated  lime,  etc.,  as  the  buckets  when 
backed  up  by  belts  fill  better  and  do  not  overflow.  It  is 
also  used  for  wet  materials  such  as  thin  pulp.  It  should 
not,  however,  be  used  for  hot  materials  which  would  in 
jure  the  belt.  This  type  is  universally  used  in  grain  ele 
vators  and  flour  mills,  and  is  extensively  employed  in  col 
lieries,  ore  milling  plants,  chemical  plants  and  various  other 
industries. 

Centrifugal  machines  of  either  type  are  not  suited  for 
handling  sticky  material  or  those  containing  large  lumps. 
Both  types  are  used  for  handling  small  sizes  of  anthracite 
and  bituminous  coal  in  which  the  lumps  have  been  broken 
up  by  a  crusher  or  other  means.  As  a  rule,  however,  these 
machines  are  not  used  for  handling  coal  when  breakage  is 
objectionable  and  when  so  used  are  usually  installed  in  an 
inclined  position,  making  possible  lower  operating  speeds 
thus  tending  to  reduce  breakage. 

Perfect  Discharge  Elevators 

The  perfect  discharge  type  of  elevator,  sometimes  called 
"positive  discharge,"  is  always  a  double  strand  elevator 
with  the  chains  attached  to  the  ends  of  the  buckets.  By 
locating  a  pair  of  deflecting  sprockets  at  the  head  end,  the 


buckets  are  drawn  back  and  inverted,  thus  insuring  a 
cleaner  discharge  than  can  be  obtained  with  a  centrifugal 
machine.  Usually  the  buckets  discharge  into  a  chute  lo 
cated  at  the  head  end  of  the  machine  and  well  under  the 
buckets. 

This  type  of  elevator  is  usually  run  at  slower  speeds 
than  the  centrifugal  discharge  machines,  the  speed  being 
usually  between  75  ft.  and  150  ft.  per  min.  It  is  suitable 
for  heights  ranging  up  to  about  125  ft.  and  by  the  use  of 
large  buckets  high  capacities  may  be  obtained.  These 
machines  are  usually  set  vertically  but  are  sometimes  slightly 
inclined  and  may  be  run  vertically  for  a  certain  distance 
and  then  at  an  incline,  so  that  the  discharge  point  may  be 
brought  nearer  to  the  centre  of  a  bin  to  which  the  material 
is  being  delivered. 

The  easy  pick-up  resulting  from  the  relatively  slow 
speeds  at  which  this  type  of  elevator  may  be  operated  and 
the  fact  that  the  material  is  dropped  from  the  buckets  at 
the  discharge  point,  rather  than  thrown  out,  make  these 
machines  particularly  adapted  for  handling  commercially 
sized  coal  and  fragile  material  where  it  is  desirable  to 
keep  breakage  at  a  minimum.  Because  of  the  fact  that  the 
buckets  in  this  type  of  elevator  are  completely  turned  over 
at  the  discharge  point  these  machines  are  also  well  suited 
for  handling  moist  clay  and  other  materials  which  tend  to 
cling  to  the  buckets.  They  are  suitable  also  for  handling 
bituminous  coal  and  similar  relatively  soft,  free-flowing 
materials  even  though  they  contain  large  lumps. 


Continuous  Bucket  Elevators 


Continuous  bucket  elevators  are  made  up  of  a  continuous 
line  of  buckets  attached  either  to  one  or  two  chains  or  to 
a  belt.  The  buckets  are  always  triangular  in  shape  and 
the  discharge  at  the  head  is  accomplished  by  using  the  back 
of  each  bucket  as  a  chute  for  the  material  from  the  bucket 
just  behind. 

Since  the  discharge  at  the  head  does  not  depend  upon 
the  speed,  these  elevators  may  be  run  at  almost  any  speed 
desired,  the  usual  speeds  being  from  80  ft.  to  150  ft.  per 
min.  and,  because  of  the  continuous  arrangement  of  the 
buckets,  the  capacities  are  high. 

The  principal  advantage  of  this  type  of  machine  is  its 
capability  to  receive  its  load  by  means  of  a  chute  which 
discharges  directly  into  the  buckets.  It  may,  however,  pick 
up  its  load  from  a  boot  as  do  the  other  types  of  bucket 
elevators. 

When  loaded  from  a  chute  the  elevator  is  usually  set  at 
an  angle  of  15  deg.  or  more  with  the  vertical,  the  inclina 
tion  facilitating  the  feeding  and  discharge  and  also  minimiz 
ing  the  likelihood  of  spill.  If  spill  does  occur  the  waste 
collects  in  the  boot  and  is  reclaimed  by  the  buckets. 

When  installed  in  the  inclined  position  this  type  of  ele 
vator  is  particularly  adapted  for  crushed  stone  and  gravel, 
and  other  similar  materials  which  cannot  be  picked  up  from 
a  boot  satisfactorily. 

In  the  inclined  position  it  is  also  extensively  used  for 
handling  commercial  sizes  of  anthracite  coal,  coke  and  other 
materials  where  breakage  caused  by  digging  from  a  boot  or 
high  speeds  of  discharge  would  be  serious.  Either  chain 
or  belt  type  is  satisfactory  for  this  service. 

The  chain  type  in  either  the  inclined  or  vertical  position 
is  used  successfully  for  handling  hot  materials  such  as  coke. 

Bituminous  coal  and  similar  materials  where  the  lumps 
are  not  too  large  may  be  satisfactorily  picked  up  from  a 
boot.  For  this  service  the  elevators  may  be  set  vertically 
or  in  an  inclined  position  and  may  be  of  either  the  belt  or 
chain  form. 


412 


CONVEYORS   AND   ELEVATORS   FOR   LOOSE   MATERIAL 


Because  of  the  method  of  discharge  this  machine  is  not 
recommended  for  handling  moist  clay  or  sticky  materials. 

Other  Types  of  Elevators 

Gravity  discharge  V-bucket  machines  while  occasionally 
employed  as  elevators  only  are  more  usually  installed 
where  material  is  to  be  both  elevated  and  conveyed.  These 
machines  are  described  under  the  head  of  elevator- 
conveyors. 

Screw  or  spiral  machines  are  sometimes  installed  for 
elevating  purposes  only,  as  is  also  the  pan  type  conveyor 
when  fitted  with  buckets  of  sufficient  depth.  These  ma- 


Ash  Elevator 

chines    are,    however,    essentially    conveyors    and    are    de 
scribed  under  that  section  of  this  book. 

General  Specifications 

Buckets.  Malleable  iron  buckets  are  usually  used  for 
centrifugal  and  perfect  discharge  elevators  except  for  light 
service,  and  should  always  be  employed  where  there  is 
danger  of  corrosive  action  such  as  results  from  handling 
wet  ashes  or  coal.  Manufacturer's  standard  type  "A" 
buckets  are  preferable  when  the  elevator  is  installed  in  a 
vertical  position ;  type  "B"  buckets  when  moderately  in 
clined  ;  and  type  "C"  buckets  when  the  incline  is  con 
siderable  and  the  material  is  of  a  more  or  less  sticky 
character. 

For  light  service,  such  as  handling  grains  or  feeds,  light 
sheet  steel  buckets  of  the  Salem  or  some  similar  type  are 
satisfactory. 

Sheet  steel  buckets  from  l/%  in.  to  3/16  in.  thick,  are 
usually  used  for  continuous  bucket  elevators,  although 
malleable  iron  buckets  are  also  used  to  a  certain  extent. 
For  vertical  elevators  the  buckets  should  be  of  the  high 
front  type ;  for  elevators  of  a  moderate  incline  of  the 
medium  front  type,  and  for  elevators  of  a  still  greater  in 
cline  of  the  low  front  type.  To  prevent  material  dropping 
in  back  of  the  buckets  they  may  be  made  overlapping.  For 
handling  sticky  material  the  corners  of  the  buckets  should 
be  well  rounded  or  fillers  should  be  fastened  in. 

Chains.  Chains  should  be  of  sufficient  width  to  give 
ample  bearing  surface  and  stability  in  the  joints,  even  when 
somewhat  worn,  and  to  provide  wide  attachments  to  which 
to  bolt  the  buckets.  For  centrifugal  discharge  elevators 


of  moderate  heights  and  for  handling  materials  not  espe 
cially  abrasive  detachable  link  chain  is  satisfactory  and 
economical.  Malleable  iron  pintle  and  combination  chains 
are  extensively  used  but  where  the  material  handled  is  par 
ticularly  abrasive  chains  should  be  of  the  case-hardened 
bushed  type  and  provided  with  hard  steel  pins.  Standard 
malleable  iron  roller  chains  having  rollers  at  each  joint  are 
also  used  for  double  strand  machines.  For  the  heavy  duty 
machines  steel  strap  roller  chains  are  used,  the  chains 
having  rollers  either  at  the  joints  or  sometimes  at  the  center 
of  the  links,  the  latter  construction  facilitating  renewals. 

Belts.  The  type  of  the  belt  to  be  used  on  any  par 
ticular  bucket  elevator  depends  largely  upon  the  character 
of  the  material  to  be  handled.  Rubber  belts  should  be 
used  for  wet  materials ;  stitched  canvas  and  solid  woven 
cotton  belts  should  generally  be  used  for  dry  materials  and 
rubber  covered  belts  in  most  cases  for  abrasive  materials, 
whether  wet  or  dry. 

For  most  purposes  the  belt  tension,  due  to  the  weight  of 
the  belt,  the  buckets  and  the  load  carried,  should  be  limited 
to  20  Ib.  per  in.  per  ply,  although  a  tension  of  30  Ib.  per  in. 
per  ply  has  been  satisfactorily  employed  in  large  grain 
elevators. 

Wheels  and  Pulleys.  Chain  sprocket  wheels  are 
usually  employed  at  both  the  head  and  the  foot  of  the  ele 
vator,  though  in  some  cases  traction  wheels  are  used  at 
the  head  because  of  their  longer  life.  Sprocket  wheels 
should  be  of  ample  diameter  and  for  severe  service  or  for 
handling  abrasive  materials  should  have  chilled  rims. 

Pulleys  for  elevators  of  the  belt  type  should  be  of  large 
diameter  as  this  increases  the  durability  of  the  belt. 

Bearings  and  Driving  Machinery.  Rigid  bearing 
boxes,  frequently  of  the  split  type,  are  commonly  employed. 
Bearings  are  usually  babbitted,  and  grease  cups  or  oil 
wells,  with  rings,  are  provided  for  lubrication.  Take  up 
bearings  for  maintaining  the  proper  tension  of  the  chains 
or  belt  are  usually  provided  at  the  foot  but  in  some  cases 
are  placed  at  the  head. 

Elevators  are  almost  universally  driven  at  the  head  be 
cause  of  the  better  driving  contact  at  this  point.  On 
account  of  the  slow  speed  of  rotation  of  the  head  shaft  a 
countershaft  is  usually  connected  to  the  head  shaft  by  spur 
gearing,  and  driven  by  means  of  a  chain  or  belt. 

Boots.  Boots  are  usually  provided  for  centrifugal 
and  perfect  discharge  elevators  into  which  the  material  is 
fed  and  from  which  it  is  picked  up  by  the  buckets.  Boots 
are  ordinarily  made  of  cast  iron  side  plates  and  a  steel 
bottom  plate,  although  they  are  frequently  made  entirely 
of  steel  and  sometimes  of  wood  or  concrete.  In  some 
cases  the  boot  is  omitted,  the  material  being  picked  up  from 
a  pile  in  which  it  is  deposited  at  the  foot  of  the  elevator. 

In  continuous  bucket  elevators  the  material  is  usually 
fed  directly  into  the  buckets  and  the  boot  omitted. 

Chutes.  The  discharge  chute  at  the  head  is  usually 
made  of  steel  or  of  wood  lined  with  steel.  It  must  be  set 
at  the  proper  inclination  so  that  the  material  which  is 
being  handled  will  be  discharged  freely  no  matter  what 
condition  it  may  be  in,  must  clear  the  buckets  and  be  so 
placed  that  little  if  any  of  the  material  is  carried  by. 

Feeding  chutes  for  continuous  bucket  elevators  must  be 
so  placed  as  to  deliver  the  material  into  the  buckets  with 
a  minimum  of  spill. 

Supports.  Supports  may  be  of  wood  or  of  structural 
steel,  the  former  being  cheaper  in  first  cost  but  more  apt 
to  get  out  of  place  on  account  of  shrinkage  and  are 


ELEVATOR— CONVEYORS 


413 


subject  to  rapid  deterioration  when  exposed  to  the  weather. 

Casings.      Casings,    when    required,    may   be   built   of 

either   wood   or   steel.     Steel  casings  are  usually   made   in 

sections  with  flanges  or  angles  at  the  joints  and  corners. 


Rivets  are   less  liable  to  become   loose  but   bolts   facilitate 
the  removal  of  the  plates. 

Casings  should  have  a  door  or   removable   plate  at  the 
foot  and  at  the  top  to  provide  access  for  repairs. 


Elevator — Conveyors 


Where  loose  material  has  to  be  both  lifted  and  trans 
ported  it  may  be  raised  by  a  bucket  elevator  and  then 
carried  horizontally  by  some  form  of  a  conveyor,  although 
in  many  instances  it  is  preferable  to  do  both  the  elevating 
and  tin-  conveying  by  one  machine.  Two  types  of  machines 
arc  commonly  used  for  such  work,  the  gravity  discharge 
V-bucket  and  the  pivoted  bucket  carrier.  Gravity  discharge 
Y-bucket  machines  arc  simply  one  form  of  bucket  eleva 
tors  when  used  for  elevating  purposes  and  when  transport 
ing  the  buckets  act  as  flights,  dragging  the  material  along 
in  a  trough.  Pivoted  bucket  carriers  act  as  bucket  elevators 
when  elevating  and  as  pan  conveyors  when  transporting. 

Gravity  Discharge  V-Bucket  Type 

The  gravity  discharge  V-bucket  type  of  machine  can  be 
used  either  for  elevating  only  or  for  both  elevating  and 
conveying.  It  is  necessarily  a  double  strand  machine  with 
the  chains  attached  to  the  ends  of  the  buckets  either  by 
means  of  rigid  or  swiveling  attachments,  and  not  pivoted. 
The  principal  use  of  this  type  of  machine  is  in  handling 
coal  at  retail  coal  yards,  storage  points,  docks,  power 
plants,  gas  producer  houses,  locomotive  terminals,  etc.  It 
can  be  used  for  handling  practically  all  materials  when 
they  are  to  be  elevated  only,  but  it  is  not  suitable  for  han 
dling  ashes,  sand,  stone  or  any  hot  or  abrasive  materials 
when  they  have  to  be  conveyed  as  well  as  elevated 

Where  these  machines  are  used  for  elevating  only,  there 
is  usually  a  boot  at  the  foot  to  which  the  material  is 
fed  and  from  which  the  buckets  pick  it  up  as  the  chains 
pass  around  the  foot  wheels.  The  buckets  are  of  a  "V" 
or  modified  "Y"  shape,  and  the  discharge  at  the  head  is 
accomplished  by  having  the  chains  turn,  at  the  top  of  the 
lift,  around  knuckle  wheels  and  travel  horizontally  or  on 
an  incline,  for  a  short  distance,  the  material  sliding  out  of 
the  buckets  as  they  change  their  direction  of  travel.  A 
section  of  trough  is  inserted  underneath  the  buckets  at  the 
turn  wheels  so  that  the  material  is  received  in  the  trough. 
The  trough  can  be  extended  into  a  chute  for  discharging 
into  a  separate  conveyor  or  a  bin. 

These  elevators  are  usually  run  at  a  slow  speed,  about 
100  ft.  per  min..  and  the  pick-up  and  discharge  of  the 
material  arc  both  gentle,  so  that  little  or  no  breakage  is 
caused  when  handling  such  material  as  anthracite  coal. 
After  the  buckets  are  discharged  the  chains  travel  around 
a  second  pair  of  wheels  and  descend  vertically,  the  ascend 
ing  and  descending  runs  being  approximately  parallel  and 
quite  close  together. 

Instead  of  discharging  to  anc.ther  conveyor  at  the  top  of 
the  lift  the  chains  and  buckets  may  run  horizontally  for 
some  distance,  the  buckets  acting  as  flights  and  dragging 
their  half-spilled  loads  ahead  of  them  through  a  suitable 
trough.  The  material  can  be  discharged  from  this  hori 
zontal  section  by  means  <  f  gates  at  any  desired  point  in 
the  trough  bottom.  Tf  the  material  is  to  he  conveyed  first 
and  then  lifted,  the  buckets  drag  it  along  a  lower  run  of 
a  trough  and  at  a  properly  arranged  upward  turn  pick 
up  their  loads  and  elevate  them. 

The  chains  and  buckets  of  gravity  discharge  V-bucket 
elevator  conveyors  can  be  made  to  follow  various  paths, 


frequently  with  several  turns,  and  one  very  common  ar 
rangement  is  to  have  the  chains  and  buckets  follow  a 
rectangular  path,  the  upper  horizontal  run  being  a  dis 
tributing  run  for  delivering  coal  or  other  material  into 
a  bin  or  bins  and  the  lower  run  being  underneath  the  stor 
age  space,  gates  and  chutes  being  arranged  to  deliver  the 
material  back  to  the  lower  run  when  it  is  to  be  taken  out 
of  the  bins.  When  used  in  this  way  a  tunnel  is  usually 
provided  for  the  lower  run  and  this  tunnel  is  made  large 
enough  so  that  there  is  ample  passageway  for  a  man  to 
walk  along  the  side  of  the  conveyor,  so  as  to  operate  the 
gates  and  have  access  to  the  conveyor  for  oiling  or  other 
care  needed  for  it. 

General  Specifications 

Buckets.  The  buckets  are  usually  of  a  'V"  or  modi 
fied  "V"  shape,  the  lower  side  on  the  loaded  run  having  a 
steep  enough  angle  so  that  the  material  will  slide  out  at 
the  discharge  point.  They  are  made  of  sheet  steel  riveted 
together  at  the  joints,  the  larger  buckets  being  sometimes 
reinforced  with  steel  strips,  usually  of  the  half  oval  shape, 
along  tlie  edges. 

Chains.  Since  gravity  discharge  V-bucket  machines 
are  always  double  strand  the  chains  need  not  be  very  wide. 

For  elevators  only  and  for  the  smaller  machines  where 
the  horizontal  run  is  short,  the  chains  used  are  the  Ewart 
type,  the  pintle,  the  combination,  the  flat  and  round  steel 
link,  and  sometimes  the  small  steel  strap. 

Where  a  machine  is  used  for  both  elevating  and  convey 
ing  and  the  length  of  the  horizontal  run  is  considerable, 
some  type  of  roller  chain  is  used  so  that  the  rollers  of 
the  chain  can  run  along  on  steel  tracks  and  keep  the  buckets 
raised  slightly  above  the  bottom  of  the  trough  in  which  the 
material  is  conveyed.  In  this  case,  the  standard  malleable 
roller  chains  are  used  a  great  deal  except  for  the  largest 
machines,  where  the  steel  strap  roller  chains  are  preferable. 
For  long  machines,  where  the  pull  in  the  chains  is  con- 
-idcrable,  the  joints  of  the  steel  strap  chains  are  usually 
bushed  with  case  hardened  steel  bushings,  so  as  to  in 
crease  the  bearing  surface  in  the  joints,  thereby  reducing 
the  bearing  pressure  and  the  wear  in  the  joints. 

Wheels.  Standard  sprocket  wheels  are  used  in  nearly 
all  cases,  though  traction  wheels  arc  sometimes  used  for 
some  of  the  corner  turn  or  idler  wheels. 

Bearings  and  Driving  Machinery.  Simple  rigid  pil 
low  blocks  or  post  b  >.\es  are  ordinarily  used;  these  fre 
quently  being  of  the  angle  bearing  type. 

The  drive  is  located  at  various  points,  according  to  the 
path  of  the  machine  and  the  length  of  the  horizontal  run 
compared  to  the  vertical  run.  For  a  machine  with  a  short 
horizontal  run  the  drive  can  be  located  at  the  turn  shaft 
at  the  top  of  the  lift  or  at  the  turn  shaft  at  the  other 
end  of  the  horizontal  run.  Where  the  horizontal  run  is 
quite  long  it  is  usually  better  to  locate  the  drive  at  the 
end  of  the  run  toward  which  the  chain  and  buckets  are 
traveling.  There  is  usually  a  countershaft  geared  to  the 
drive  shaft  by  means  of  spur  or  bevel  gears,  and  this  is 
usually  driven  by  means  of  a  chain  or  belt  drive,  or  geared. 


414 


CONVEYORS   AND   ELEVATORS   FOR   LOOSE    MATERIAL 


Elevating    and    Distributing 


Elevating,    Distributing   and   Reclaiming 


Discharge  Chutes  on  Upper  Run 


Delivering  to  Flight   Conveyor 


Gravity   Discharge  V-Bucket  Elevator-Conveyors 


ELEVATOR— CONVEYORS 


415 


Discharger 


Lower  Corner  Turn 


Driving  Head 


Upper   Corner  Turn 


Pivoted  Bucket  Carriers 


416 


CONVEYORS   AND   ELEVATORS   FOR   LOOSE    MATERIAL 


Corner  Turn  and  Feeding  Chutes 


Suspension    Arrangement    Insures    Proper    Lap 


Upper  Run  and  Return 


Method    of    Discharge 


Pivoted   Bucket  Carriers 


ELEVATOR— CONVEYORS 


417 


by    means    of    another    pair    of    spur    gears,    to    a    second 
countershaft  or  to  a  motor. 

Supports.  The  supports  can  be  either  of  wood  or 
steel,  as  is  desired,  the  material  used  for  these  supports  be 
ing  usually  determined  by  the  material  used  for  bins  or 
other  structures  in  connection  with  the  machinery. 

Pivoted  Bucket  Carrier 

1'ivnted  bucket  carriers  consist  of  a  continuous  series 
of  buckets  pivotally  suspended  between  two  long-pitch 
roller  chains  which  are  supported  on  tracks  on  the  hori 
zontal  and  inclined  runs  and  between  guides  on  the  verti 
cal  runs.  Because  of  the  flexibility  secured  in  this  con 
struction  thrse  machines  may  be  made  to  follow  a  rect 
angular  or  any  other  desired  path  and  consequently  they 
may  be  used  for  elevating  vertically  or  along  an  incline 
as  well  as  for  conveying  in  a  horizontal  direction.  They 
are  slow  speed  machines,  usually  operated  at  speeds  be 
tween  40  ft.  and  60  ft.  per  min.,  and  are  capable  of  being 
leaded  at  one  or  more  points  and  of  discharging  at  a  num 
ber  of  points  or  all  along  a  distributing  run.  As  the  load 
is  always  carried,  rather  than  pushed  along,  the  power 
consumption  is  relatively  low. 

In  the  earliest  carriers  the  buckets  were  hung  as  closely 
together  as  practicable  to  prevent  material  falling  be 
tween  them  at  the  feeding  point.  While  the  buckets  were 
in  actual  contact  when  the  machines  were  first  started, 
the  wear  and  elongation  of  the  chains  induced  an  increas 
ing  separation,  thereby  permitting  fine  material  to  sift 
through.  Various  types  of  feeders  have  been  developed 
for  overcoming  this  difficulty,  but  the  simplest  way  is  to 
overlap  the  bucket  lips  sufficiently  to  avoid  a  gap,  not 
only  when  the  machine  is  first  started  but  even  after  the 
chains  have  become  elongated.  In  the  latter  case  special 
feeders  are  not  required— the  buckets  being  fed  directly 
from  a  chute  or  spout.  The  use  of  the  overlapping  lips, 
however,  introduces  the  mechanical  difficulty  of  having  to 
have  the  laps  come  in  the  right  direction,  so  that  when 
the  loaded  buckets  turn  to  ascend  they  will  not  interfere 
with  each  other  and  cause  tilting  and  spilling  of  the  loads. 

Several  methods  of  reversing  the  laps  so  as  to  have 
them  come  in  the  right  direction  have  been  devised,  such 
as  tilting  the  buckets  just  before  they  start  along  the 
lower  horizontal  run,  or  bringing  the  buckets  down  side 
ways  on  the  descending  run.  Another  method  of  over 
coming  the  difficulty  is  to  suspend  the  buckets  from  ex 
tensions  of  the  chain  links  beyond  the  chain  joints.  With 
this  method  of  suspension,  the  buckets  travel  on  a  larger 
circle  than  the  chains  as  they  pass  around  the  turn-wheels, 
so  that  they  are  automatically  separated,  and  lap  correctly. 

Pivoted  bucket  carriers  are  used  for  handling  coal,  ashes, 
coke,  stone,  ore,  cement,  sand  and  various  other  materials. 
They  are  slow  speed  machines,  usually  operating  at  speeds 
between  40  and  60  ft.  per  min.  With  good  size  flanged 
rollers,  traveling  on  standard  T-rails  on  horizontal  or  in 
clined  runs,  and  carefully  guided  between  double  guides 
or.  vertical  runs,  there  is  little  chance  of  trouble  unless 
the  carrier  is  seriously  neglected,  in  which  case  any  ma 
chine  is  likely  to  get  out  of  order.  The  power  required 
to  operate  a  carrier  is  small,  since  the  up  and  down  runs 
balance  each  other,  except  for  the  weight  of  material  in 
the  loaded  buckets;  with  large,  well-oiled  rollers  very 
little  pull  is  required  to  move  the  carrier  on  the  horizontal 
and  inclined  runs. 

General  Specifications 

Buckets.— As  a  rule  the  buckets  are  one-piece  malleable 
iron  castings,  though  some  of  the  larger  ones  are  made 


with  malleable  iron  ends  and  steel  plate  bottoms,  or  are 
entirely  of  steel.  In  some  cases  the  buckets  are  suspended 
from  through  rods  which  are  attached  at  their  ends  to  the 
chains ;  in  other  cases  there  are  separate  pins  on  each 
side  of  the  buckets.  The  through  rod  has  the  advantage  of 
insuring  alignment  on  both  sides,  since  it  is  possible  for 
separate  pins  to  \)C  out  of  alignment,  thereby  preventing 
the  buckets  from  swinging  freely.  The  cams  for  engaging 
with  the  discharger  are  cast  separately,  cither  of  malleable 
iron  or  cast  iron,  and  sometimes  have  chilled  faces  where 
they  bear  against  the  dischargers ;  these  cams  are  riveted 
to  the  sides  of  the  buckets.  The  lips  of  the  buckets  should 
have  ample  overlap,  the  V-shape  overlap  having  the  ad 
vantage  of  not  allowing  material  to  rest  on  it  and  spill 
off  at  the  turns. 

Chains. — The  chains  are  usually  made  of  malleable 
iron,  in  order  better  to  resist  the  corrosive  action  of  ma 
terials  such  as  wet  ashes ;  also  to  make  it  easier  to  form 
bosses  on  the  links  at  the  chain  joints  and  suspension  points 
so  that  pins,  bushings  and  suspension  rods  may  be  held 
more  securely  than  with  ordinary  steel  flats  of  uniform 
thickness.  If  the  pins  or  the  bushings  work  loose,  the 
chain  deteriorates  rapidly  and,  since  the  holes  in  the  links 
become  enlarged,  the  complete  chains  have  to  be  renewed 
instead  of  only  the  pins  and  bushings ;  however,  where  the 
material  to  be  handled  is  not  corrosive,  and  especially  with 
long  carriers  and  large  buckets  where  the  pull  on  the  chains 
is  heavy,  steel  links  are  often  used,  these  steel  links  being 
frequently  forged  so  as  to  be  thicker  at  the  points  where  the 
pins  and  bushings  and  suspension  rods  are  attached.  The 
chain  joints  are  undoubtedly  the  most  vital  points  in  de 
termining  the  life  of  a  carrier.  The  usual  chain  joints 
all  have  case  hardened  steel  bushings  keyed  to  the  inside 
links  and  the  pins  are  held  in  the  outside  links.  There 
is  thus  no  wear  on  the  links  themselves,  providing  the  pins 
and  bushings  do  not  get  loose  in  the  links;  any  wear  is 
between  the  pins  and  bushings.  With  the  bushed  joint 
the  bearing  surface  depends  upon  the  length  of  the  bush 
ing  and  the  diameter  of  the  pin,  whereas  if  the  joint  is 
not  bushed  the  length  of  the  bearing  is  limited  to  the  thick 
ness  of  the  links;  the  wear  comes  on  the  links  themselves, 
instead  of  being  confined  to  the  pins  and  bushings — small 
parts  that  are  comparatively  inexpensive  to  renew.  By 
making  the  bushings  of  case  hardened  steel  and  the  pins  of 
high  carbon  steel,  and  by  making  them  both  of  the  proper 
size  so  as  to  keep  the  bearing  pressure  low.  a  remarkably 
long  wearing  joint  may  be  obtained,  providing  it  is  kept 
properly  oiled. 

The  rollers  are  often  cast  with  oil  chambers,  which  are 
filled  through  self-closing  valves  or  oilers  by  means  of  a 
syringe;  the  rollers  have  felt  washers  at  the  center  of  the 
bore,  through  which  the  oil  filters  slowly  to  the  bushings, 
and  then  passes  on  through  a  slot  in  the  bushings  to  the 
pin,  thereby  oiling  the  outside  of  the  bushing  on  which  the 
rollers  turn,  and  also  the  inside  of  the  bushings  and  the 
pins.  These  oil  chamber  rollers  can  be  made  to  carry 
sufficient  oil  for  three  or  four  weeks'  supply.  To  prevent 
the  oil  staying  in  the  bottom  of  the  roller  when  it  gets 
low,  there  are  fins  on  the  inside  of  the  rollers  to  pick  it 
up  and  drop  it  on  the  felt  washer. 

Other  rollers  are  provided  with  an  oil  duct  leading  to 
its  center,  but  have  no  oil  chambers  to  oil  each  roller  at 
frequent  intervals.  In  all  cases  the  oil  is  delivered  to  the 
joints  at  the  center,  so  that  it  works  from  the  center 
out  and  tends  to  wash  any  grit  or  dirt  out  of  the  joints 
rather  than  into  them,  and  also  tends  to  form  oil  seals 
around  the  outside  of  the  joints  thus  preventing  the  entrance 
of  dust  or  dirt. 


418 


CONVEYORS   AND    ELEVATORS   FOR   LOOSE   MATERIAL 


Driving  Arrangement.— These  carriers  are  usua'.ly 
driven  by  sprocket  wheels  at  the  driving  corner.  The 
motor  drives  a  countershaft  through  a  pair  of  cut  spur 
gears  or  by  silent  chain.  Further  reduction  to  the  main 
shaft  is  made  through  spur  gears.  The  bearings  for  the 
several  shafts  arc  usually  supported  on  two  cast  iron  side 
frames,  resting  on  beams  and  tied  together  across  the  top 
by  steel  or  cast  iron  members  which  are  used  also  for 
motor  supports. 

Where  the  driving  requirements  are  heavy  the  gear  on 
the  driving  shaft  and  the  pinion  meshing  with  it  are  dupli 
cated;  that  is,  two  pairs  of  gears  are  installed,  one  at  each 
end  of  the  driving  shaft.  In  some  cases  the  sprocket 
wheels  consist  of  rims  and  teeth  without  arms  or  hubs, 
the  rims  being  bolted  to  the  driving  gears  so  that  the 
power  is  transmitted  from  the  driving  gear  direct  to  the 
sprocket,  and  the  driving  shaft  is  relieved  of  all  torsional 
strain.  This  makes  possible  the  use  of  a  lighter  shaft, 
and  when  the  sprocket  wheel  teeth  become  worn  they  may 
be  renewed  much  more  easily  and  economically. 

Dischargers.— Dischargers  for  tilting  the  buckets  are 
usually  of  the  removable  type,  equipped  with  wheels  which 
travel  on  T-rail  tracks.  The  curved  tracks  on  the  dis 
charger  which  engage  with  the  bucket  cams  are  made  of 
such  a  shape  that  the  rolling  contact  tips  the  buckets  over 
and  allows  them  to  regain  their  normal  position  with  practi 
cally  no  friction  or  noise.  When  it  is  desired  to  throw 
the  discharger  out  of  service,  the  curved  track  is  lowered 
so  that  it  does  not  engage  the  bucket  cams. 

Stationary  dischargers  are  used  for  discharging  material 
at  a  fixed  point.  Several  stationary  dischargers  are  some 
times  used  in  place  of  removable  dischargers ;  any  one  of 
these  may  be  set  to  dump  the  buckets  depending  on  where 
it  is  desired  to  place  the  material.  In  some  cases  auto 
matic  traveling  dischargers  are  used,  which  travel  back 
and  forth  automatically  by  means  of  power  obtained  from 
the  carrier,  so  that  the  discharge  point  is  being  constantly 
changed,  and  the  material  is  distributed  along  the  length 
of  the  distributing  run. 

Winches  for  Moving  Dischargers. — The  movable  dis 
chargers  are  moved  either  in  one  or  both  directions  by 
small  steel  cables  winding  on  winches  at  one  end  of  the  dis 
tributing  run  of  the  carrier.  The  cable  may  be  single  in 
which  case  the  discharger  is  moved  against  the  direction 
of  the  travel  of  the  buckets  by  the  cable  and  in  the  oppo 
site  direction  by  contact  with  the  buckets  themselves ;  where 
an  endless  cable  is  used  it  may  be  passed  around  an  idler 
sheave  at  the  opposite  end  of  the  distributing  run. 


Tracks  and  Guides. — Standard  T-rails  are  used  almost 
exclusively  for  the  travel  of  the  chain  rollers  on  hori 
zontal  and  inclined  runs,  these  rails  being  supported  on  cast 
iron  chairs ;  these  are  bolted  usually  to  steel  cross  chan 
nels  on  the  upper  runs  and  directly  to  the  concrete  floor 
on  the  lower  runs.  The  T-rails  ordinarily  weigh  not  less 
than  16  Ib.  per  yd. ;  the  cast  iron  rail  chairs  should  be 
made  amply  strong  and  with  wide  bases  so  as  to  insure 
proper  support  and  alignment  of  the  rails.  Where  movable 
dischargers  are  used  on  the  distributing  runs,  the  rail  chairs 
are  arranged  to  carry  also  the  T-rails  on  which  the  dis 
charger  wheels  travel. 

For  guiding  the  vertical  runs  of  carriers,  double  T-rails 
or  double  steel  angles  are  used,  the  former  being  prefer 
able.  The  chain  rollers  are  confined  between  these  guides, 
so  that  there  is  little  chance  for  the  carrier  to  get  out  of 
its  intended  path  of  travel.  Where  casings  are  used,  the 
rail  chairs  are  bolted  to  the  casing.  Where  no  casing  is 
used  the  rail  chairs  are  bolted  to  walks  or  to  steel  members 
forming  part  of  the  building  construction  or  to  a  steel 
member  added  for  the  purpose. 

Guards  and  Casings. — To  protect  the  chains  from  the 
material  being  fed  to  the  buckets,  and  to  direct  the  ma 
terial  properly  into  the  centers  of  the  buckets,  curved 
steel  guards,  supported  by  extensions  of  the  rail  chairs  are 
used  on  feeding  runs.  These  arc  made  of  steel  sheets, 
usually  Xo.  10  or  thicker,  and  are  bolted  or  riveted  to 
the  tops  of  the  rail  chairs  on  which  they  rest.  The  inside 
edges  should  come  down  quite  close  to  the  tops  of  the 
buckets  and  the  outside  edges  should  be  curved  over  far 
enough  to  effectively  protect  the  chains  from  material. 

Vertical  ascending  runs  with  loaded  buckets  are  usually 
enclosed  in  steel  casings  made  of  No.  12  steel  plate  or 
heavier,  this  casing  preventing  any  material  which  might 
be  jarred  or  blown  from  the  buckets  from  falling  out 
side  on  the  floors  or  on  attendants.  On  descending  runs 
where  the  buckets  come  down  right  side  up,  it  is  not 
necessary  to  use  a  casing  and  the  omission  makes  the  car 
rier  visible  and  more  accessible.  There  should,  however, 
be  a  guard  for  a  certain  distance  above  the  floor  to  pre 
vent  accident  to  attendants.  Casings  can  be  used  on  descend 
ing  runs  if  desired ;  where  the  buckets  come  down  side 
ways  casings  should  always  be  used  to  confine  material 
which  clings  to  the  empty  buckets  and  which  may  be 
jarred  loose.  These  casings  are  built  in  a  similar  manner 
to  standard  elevator  casings,  the  corners  and  joints  being 
made  either  by  angles  or  by  flanging  the  plates  and  rivet 
ing  or  bolting  them  together. 


Conveyors 


The  term  "conveyor"  is  often  construed  to  include 
all  continuous  motion  material  handling  machines.  As 
used  here,  however,  it  is  intended  to  designate  only 
such  machines  as  are  designed  primarily  for  moving 
materials  in  a  horizontal  direction.  All  of  the  ma 
chines  described  may,  however,  be  installed  at  an  angle 
with  the  horizontal  and  under  exceptional  conditions 
certain  of  them  may  be  installed  for  transferring  ma 
terials  vertically. 

Belt   Conveyors 

Belt  conveyors  consist  of  a  fabric  belt,  usually  rubber 
covered,  which  travels  along  over  idlers  at  intervals,  and 
on  which  the  material  is  conveyed.  The  earlier  belt  con 
veyors  used  flat  roll  idlers,  but  it  was  soon  recognized  that 


it  was  advisable  when  handling  loose  material  to  use  a  type 
of  idler  which  would  bend  up  the  edges  of  the  belt,  or 
trough  it  so  as  to  keep  the  material  from  creeping  over  the 
edges.  This  troughing  of  the  belts  or  bending  up  of  the 
edges  was  overdone  at  first;  injury  resulted  from  the  con 
stant  bending  back  and  forth  of  the  belt,  as  it  was  troughed 
and  then  flattened  out  again  as  it  passed  over  the  idler 
pulleys.  This  excessive  amount  of  troughing  was  un 
necessary,  and  the  fault  has  been  corrected  in  most  modern 
idlers  which  bend  the  belt  only  sufficiently  to  retain 
the  material  when  traveling  horizontally  or  at  an  incline 
suitable  for  this  type  of  conveyor.  On  the  return  runs  of 
belt  conveyors  the  belt  is  supported  on  flat  roll  idlers, 
spaced  at  intervals  of  usually  about  twice  .that  of  the  idlers 
on  the  carrying  run. 


BELT    CONVEYORS 


419 


Belt  conveyors  are  used  for  many  purposes,  and  since 
they  can  be  run  at  quite  high  rates  of  speed,  high  capacities 
can  .be  obtained  from  them.  Where  a  properly  lubricated 
and  free  running  idler  is  used  the  power  required  for  opera 
tion  is  comparatively  small  Consequently  these  convey 
ors  may  be  run  for  long  distances  with  only  a  moderate 
amount  of  power.  The  fact  must  not  be  overlooked,  how 
ever,  that  the  fabric  belts  are  more  or  less  delicate  com 
pared  with  some  other  types  of  conveyors,  and  they  will 
not,  therefore,  stand  an  equal  amount  of  rough  usage 
without  serious  injury.  The  material  must  also  be  delivered 
properly  to  a  belt  conveyor  at  the  feeding  point,  or  rapid 
wear  is  likely  to  occur.  Positive  lubrication  and  free  run 
ning  qualities  of  the  idlers  are  very  important,  since  with 
the  speeds  at  which  belt  conveyors  are  operated  idler  pulleys 
revolve  rapidly;  if  they  do  not  turn,  freely,  the  friction  and 
consequent  wear  on  the  bch  is  considerable.  With  6  in. 
idlers  and  a  belt  running  at  300  ft.  per  min.,  the  idler  pulleys 
revolve  at  a  rate  of  almost  200  r.  p.  m. 

Belt  conveyors  can  be  used  for  handling  almost  any 
kind  of  material  which  is  not  too  wet,  sticky  or  hot,  and 
they  are  used  extensively  for  handling  coal,  coke,  sand, 
gravel,  ore  and  grain.  They  can  be  operated  on  inclines  up 
to  about  18  deg.  or  20  deg.,  providing  the  particles  of 
material  are  not  of  such  shape  as  to  tend  to  roll  back  on 
the  belt ;  with  some  materials,  such  as  damp  sand,  the 
angle  can  be  increased  to  25  deg.,  though  an  angle  as  steep 
as  this  is  rather  unusual.  Cleats  are  sometimes  added  to 
belt  conveyors,  especially  of  the  portable  type,  which  make 
it  practical  to  handle  many  materials  at  a  greater  incline 
than  would  otherwise  be  possible.  They  can  be  operated  at 
speeds  up  to  600  ft.  per  min.,  or  even  more  under  certain 
conditions,  the  ordinary  speeds  being  about  250  ft.  to  400  ft. 
per  min. 

The  capacity  of  a  belt  conveyor  in  tons  per  hour  can  be 
calculated  readily  from  the  table  given  below.  The  figures 
given  in  this  table  are  based  on  the  assumption  that  the  ma 
terial  being  handled  weighs  100  Ib.  per  cu.  ft.  and  should, 
of  course,  be  increased  or  decreased  proportionately  to  the 
weight  of  the  actual  material ;  for  example,  if  the  material 
handled  is  bituminous  coal  which  weighs  approximately  50 
Ibs.  per  cu.  ft.  the  capacity  will  be  only  one-half  as  much 
as  is  shown  in  the  table. 

CAPACITY  IN   TONS   PER    HOUR    OF   MATKR1AI.   WEIGHING 
100  LB.  PER  CU.    FT. 

Width 

of  Belt, 

Inches 
12  ... 
14  ... 
16  ... 
18  ... 
20  ... 
22  .. 


100 
21 
27 
37 
52 
65 
77 
95 
150 
210 
260 
390 
550 

150 
32 
41 
56 
81 
97 
116 
142 
225 
315 
390 
585 
825 

Velocity  in 
200   250  300 
42   53   63 
55   68   82 
75   93   112 
105   131   162 
130   162   195 
155   193   232 
190   237   285 
300   375   450 
420   525   630 
520  650  780 
780  975  1170 
1100  1375  1650 

Feet 
350 

74 
96 
131 
183 
227 
271 
332 
525 
735 
910 
1365 
1925 

Per 

400 
85 
110 
150 
210 
260 
310 
380 
600 
840 
1040 
1560 
2200 

Minute 
450  500 

550 

eon 

236 
292 
348 
427 
675 
945 
1170 
1755 
2375 

387 
475 
750 
1050 
1300 
1950 
2750 

825 
1155 
1430 
2145 
3025 

2340 
3300 

30 

36 
42 
48 
54 


The  material  may  be  discharged  over  the  end  of  the  belt, 
or  discharge  at  intermediate  points  along  the  conveyor  can 
be  obtained  by  bending  the  belt  around  a  reverse  pulley 
device,  known  as  a  tripper.  The  tripper  pulleys  are  so  ar 
ranged  that  the  belt  travels  up  and  around  one  pulley,  then 
back  and  around  another,  the  travel  around  the  first  pulley 
having  the  same  effect  as  if  the  belt  ended  at  this  point, 
the  material  being  thrown  forward  into  a  chute  leading  to 
either  one  or  both  sides  of  the  conveyor.  The  trippers  are 
either  stationary,  or  mav  be  mounted  on  a  frame  fitted  with 


truck  wheels  which  travel  on  a  track,  so  that  the  tripper 
can  be  moved  along  the  conveyor. 

These  movable  trippers  are  sometimes  operated  by  hand, 
but  usually  are  moved  by  power  obtained  from  the  belt 
itself,  the  tripper  pulley  shaft  being  connected  by  proper 
driving  gearing  to  one  or  more  of  the  truck  axles.  Suitable 
clutches  are  provided  to  throw  in  the  gearing  for  operating 
the  tripper  in  either  direction.  In  some  cases  the  clutches 
arc  thrown  by  levers  which  engage  with  stops  along  the 
line  of  travel  so  that  the  tripper  is  automatically  reversed  at 
the  points  where  the  stops  are  set,  thereby  keeping  the 
tripper  moving  back  and  forth  constantly ;  in  this  way  the 
material  may  be  discharged  uniformly  along  the  path  of 
travel. 

In  some  cases  plows  or  scrapers,  set  diagonally  across 
the  belt,  are  used  for  scraping  the  material  off  the  belt ;  it  is 
necessary  in  such  cases  to  use  flat  roll  idlers,  at  least  at 
trie  discharge  point.  This  method  of  discharging  material 
from  the  belt  can  be  used  only  with  certain  kinds  of  ma 
terial,  since  there  is  danger  of  wedging  pieces  of  material 
between  the  scraper  and  the  belt,  resulting  in  injury  to  the 
latter. 

Another  method  of  discharging  material  from  a  belt  con 
veyor  is  to  use  what  is  known  as  a  shuttle  conveyor,  the 
whole  conveyor  being  mounted  on  a  frame  fitted  with 
truck  wheels  and  operating  on  a  track.  The  material  is 
delivered  to  the  conveyor  at  a  central  point,  and  the  con 
veyor  is  moved  back  and  forth,  the  direction  of  the  travel 
of  the  belt  being  also  reversed  when  necessary  in  order  to 
deliver  the  material  along  the  full  length  of  the  distance 
covered  by  the  conveyor.  The  length  of  the  conveyor 
required  is  only  half  the  amount  of  the  distance  to  be 
covered,  since  it  operates  over  equal  distances  in  both 
directions. 

Specifications 

Belts.  Rubber  covered  fabric  belts  are  used  more 
extensively  than  any  other  kind  for  belt  conveyors  for 
handling  loose  material.  These  rubber  belts  usually  have 
aai  extra  thickness  of  rubber  from  1/16  in.  to  J4  in-  in  thick 
ness  on  the  top  or  carrying  side.  Specially  treated  fabric 
belts  without  the  rubber  are  also  used  for  conveyors  for 
loose  materials. 

A  belt  should  be  sufficiently  flexible  to  conform  to  the 
shape  of  the  idlers  by  its  own  weight  in  order  to  travel 
straight  and  not  get  out  of  line.  If  too  stiff  it  will  ride  the 
inclined  side  of  the  idlers,  run  out  of  line  and  bear  hard 
against  the  guide  rollers  if  these  are  used,  thereby  injur 
ing  the  edges.  If  too  flexible  it  will  crease  longitudinally 
in  the  angle  between  the  idler  pulleys  with  certain  types  of 
idlers,  thereby  tending  to  start  a  separation  of  the  plies  at 
these  points.  It  will  also  tend  to  flatten  out.  or  lose  its 
troughed  form  between  the  idlers.  The  plies  ordinarily 
used  for  different  widths  are  as  follows : 

12  in.  and  14  in.  wide    3  or  4-ply 

16  in.,  18  in.  and  20  in.  wide     4  or  5-ply 

22  in.,  24  in.  and  26  in.  wide    5  or  6-ply 

28  in.  and  30  in.  wide    5,  6  or  7-ply 

32  in.,  34  in.  and  36  in.  wide    6,  7  or  8-ply 

42  in.  and  48  in.  wide    7.  8  or  9- ply 

54  in.  and  60  in.  wide    8  or  9- ply 

The  working  tension  in  a  belt  should  not  exceed  24  Ib. 
per  in.  per  ply.  The  extreme  outside  limit  is  36  Ib.  per  in. 
per  ply  and  this  should  be  used  only  for  temporary  instal 
lations. 

The  width  of  the  belt  must  frequently  be  determined  by 
the  size  of  the  pieces  of  material  handled,  rather  than  by 
actual  carrying  capacity  in  pounds  or  cubic  feet.  The 


420 


CONVEYORS   AND   ELEVATORS    FOR   LOOSE   MATERIAL 


Typical  Applications  of  Belt  Conveyors 


BELT   CONVEYORS 


421 


widths  of  belt  most  suitable  for  maximum  sizes  of  pieces  to 
be  handled  are  as  follows : 

12  in.  belt 2  in.  pieces 

18  in.  belt 4  in.  pieces 

24   in.  belt 8  in.  pieces 

30  in.  belt 14  in.  pieces 

36  in.  belt 18  in.  pieces 

48   in.  belt 24  in.  pieces 

The  life  of  a  belt  is  affected  by  the  characteristics  of  the 
material  handled,  the  average  number  of  hours  of  opera 
tion  for  a  given  period,  the  length  of  the  conveyor,  and  the 
grade  of  belt.  Assuming  one  feed  and  l/s  in.  good  grade 
cover,  a  belt  on  a  conveyor  100  ft.  long  should  handle 
during  its  life  a  tonnage  equal  to  500  times  its  width 
squared;  a  conveyor  200  ft.  long  should  handle  twice  as 
much,  since  the  longer  the  conveyor,  the  less  frequently  a 
certain  portion  of  the  belt  comes  under  the  feed  chute, 
and  the  less  frequently  it  is  bent  around  the  pulleys. 

Idlers.  The  earliest  and  simplest  idlers  were  plain 
cylindrical  rolls  mounted  on  a  through  shaft  turning  in 
bearings  at  each  bend.  These  flat  idlers  insure  the  longest 
possible  life  to  the  belt,  and  are  still  used  more  or  less  for 
handling  loose  materials,  and  universally  for  return  idlers 
for  belt  conveyors. 

The  next  step  in  the  development  of  idlers  was  to  use 
bell-shaped  ends,  which  bent  the  belt  up  at  the  outer  edges 
or  gave  it  a  troughed  form  to  prevent  the  material  from 
spilling  over.  From  this  followed,  as  a  natural  step,  the 
combination  of  a  central  horizontal  section  and  independent 
inclined  ends  or  sections  to  bend  up  the  edges  of  the  belt ; 
for  wider  belts  additional  idler  pulleys  were  added,  forming 
the  multiple-pulley  type  of  idler  used  extensively  at  the 
present  time. 

The  single-pulley  idler  with  the  flared  ends  has,  how 
ever,  continued  in  use  to  a  certain  extent  because  of  its 
simplicity  and  free  turning  qualities  when  the  shaft  is 
mounted  in  suitable  bearings.  With  a  single-pulley  idler  of 
this  type,  there  is  a  difference  in  peripheral  speeds  between 
the  smaller  diameter  at  the  center  and  the  larger  diameters 
at  the  flared  ends,  which  causes  a  slight  rubbing  on  the 
underside  of  the  belt  as  the  idler  rotates.  Experience  has 
proved  that  this  slight  nibbing  action  has  very  little  effect 
on  the  life  of  the  belt,  since  the  life  is  determined  by  the 
wear  on  the  top  side  where  the  material  is  carried. 

Since  the  free  running  qualities  of  a  belt  conveyor  and 
therefore  the  life  of  the  belt  and  the  horsepower  required 
to  operate  the  conveyor  depend  largely  on  the  free  running 
qualities  of  the  idlers,  it  is  important  that  these  idlers  be 
carefully  designed.  This  means  that  the  lubrication  must 
be  effective  under  all  conditions,  especially  throughout  the 
variations  in  temperature  under  which  the  conveyor  is 
called  upon  to  operate. 

Until  recently,  the  usual  method  of  lubrication  has  been 
by  grease  cups,  the  multiple-pulley  idlers  having  either  two 
grease  cups,  one  at  each  end  of  the  series  of  pulleys,  or  a 
separate  grease  cup  for  each  pulley,  the  grease  being  forced 
through  a  hollow  shaft  and  through  openings  in  the  shaft 
to  the  inside  of  the  bore  of  the  pulleys.  This  method  of 
lubrication  is  effective,  providing  the  grease  cups  are  filled 
and  screwed  up  at  frequent  enough  intervals,  and  provid 
ing  the  grease  does  not  solidify  to  the  extent  where  it  fails 
to  reach  the  bores  of  the  pulleys  in  cold  weather.  If  for 
either  of  these  causes  the  pulleys  are  not  properly  lubri 
cated,  they  are  likely  to  stand  still,  so  that  the  belt  slides 
over  them  ;  if  this  continues  long  the  belt  is  likely  to  be 
seriously  injured  or  destroyed  by  the  wear  on  the  under 
side. 

Return  idlers  are  usually  mounted  on  a  shaft,  which  turns 


in  two  bearings,  one  at  each  end,  and  the  flat  roll  idlers  and 
flared  end  idlers  are  arranged  in  the  same  manner.  It  is  a 
comparatively  easy  matter  to  design  efficiently  lubricated 
I  Tarings  for  a  shaft  to  revolve  in,  the  most  recent  practice 
being  to  use  bearings  with  oil  reservoirs  of  the  ring  oiling 
or  chain  oiling  type.  Ball  and  roller  bearings  are  also  used 
to  a  considerable  extent  for  both  the  multi-roll  and  uni- 
roll  types  of  idlers,  the  roller  bearings  probably  being  supe 
rior  and  preferable  to  the  ball  bearings  because  of  the  better 
distribution  of  pressure  on  the  roller  bearings,  and,  there- 
lore,  the  less  likelihood  of  wear  and  loosening  of  the 
bearings. 

Troubling  or  carrying  idlers  are  usually  mounted  in  cast- 
iron  stands  on  a  plank,  resting  on  two  longitudinal  string 
ers,  or  on  a  steel  channel  attached  to  two  longitudinal 
steel  channels  or  steel  I-beams.  The  bearings  for  the  re 
turn  idlers  are  ordinarily  attached  to  the  underside  of  the 
longitudinal  stringers.  In  some  cases  unit  stands  are  used, 
these  stands  supporting  both  the  carrying  and  return  idlers, 
and  being  so  arranged  that  they  may  be  bolted  to 
stringers  or  to  the  floor. 

Trippers.  These  consist  of  a  pair  of  pulleys,  either 
stationary  or  mounted  on  a  movable  frame,  and  ar 
ranged  in  such  a  way  that  the  belt  goes  up  and  around 
one  pulley,  and  back  with  a  reverse  turn  around  the 
other.  The  effect  is  the  same  as  if  the  belt  ended  at 
the  first  pulley,  and  then  went  around  the  second  pulley 
and  started  over  again.  The  material  is  thrown  for 
ward  as  the  belt  passes  around  the  first  pulley  in  the 
same  manner  as  it  would  be  discharged  at  the  end  of 
a  belt  conveyor. 

With  stationary  trippers,  the  pulleys  are  mounted 
on  a  shaft  resting  in  fixed  bearings  or  turning  in  fixed 
bearings.  Where  the  tripper  is  movable,  the  pulleys 
are  mounted  on  a  shaft  turning  in  bearings  resting  on 
a  frame  of  cast  iron,  steel,  or  a  combination  of  the  two, 
the  frame  being  mounted  on  truck  wheels,  which  travel 
on  standard  T-rails.  With  the  hand-propelled  trippers, 
there  is  a  crank  which  turns  the  shaft  that  is  connected 
to  one  of  the  axles,  thus  moving  the  tripper  along  the 
track. 

With  the  self-propelled  tripper,  the  shafts  on  which 
the  tripper  pulleys  are  mounted  are  connected  to  the 
axles,  and  arranged  with  proper  clutches  for  throwing 
in  the  drive  from  one  pulley  or  the  other,  so  as  to 
propel  the  tripper  in  either  direction.  With  the  auto 
matic  trippers  which  travel  back  and  forth  constantly 
when  in  operation,  clutch  levers  are  arranged  to  be 
thrown  by  means  of  trips  at  each  end  of  the  travel 
of  the  tripper. 

Pulleys  and  Driving  Machinery.  Because  of  the  pull 
necessary  to  move  a  long  or  heavily  loaded  belt  con 
veyor,  care  must  be  taken  to  see  that  the  driving  pulley 
is  large  enough  in  size,  and  that  the  belt  gets  sufficient 
wrap  around  the  pulley,  and  sufficient  pressure  against 
the  pulley  to  insure  the  proper  friction  for  driving. 
When  belt  conveyors  are  subjected  to  heavy  stresses, 
it  is  advisable  to  cover  the  driving  pulley  or  pulleys 
with  rubber  lagging,  and  it  is  also  frequently  necessary 
to  lag  pulleys  operating  in  dusty  places.  When  very 
wet  material  is  handled  on  a  belt  conveyor,  the  driving 
pulley  is  usually  lagged  with  wood.  To  get  more  con 
tact  between  the  belt  and  the  driving  pulley,  a  snub  or 
idler  pulley  is  ordinarily  used  to  bend  the  belt  up  on 
the  underside  and  thus  give  it  more  wrap  around  the 
pulley. 


422 


CONVEYORS   AND   ELEVATORS   FOR   LOOSE   MATERIAL 


Steel  Pan   Conveyors 


Steel  Apron  Conveyor 


Applications  of  Apron  and  Pan  Conveyors 


APRON   AND   PAN   CONVEYORS 


423 


For  especially  heavy  duty  belt  conveyors,  other 
methods  are  used  for  holding  the  belt  against  the  driv 
ing  pulley  and  giving  a  maximum  amount  of  contact, 
one  method  being  to  use  a  small  auxiliary  belt,  travel 
ing  around  idlers  which  hold  it  close  against  the  out 
side  of  the  main  belt,  the  auxiliary  belt  being  pulled  up 
against  the  main  belt  by  the  tension  imparted  to  it  by 
means  of  a  movable  idler  equipped  with  a  counter 
weight. 

The  driving  shaft  of  a  belt  conveyor  is  usually  con 
nected  to  a  motor  by  spur  gearing,  silent  chain  drive 
or  belt  drive  with  an  intermediate  countershaft  in 
order  to  get  the  necessary  speed  reduction. 

Care  must  be  taken  that  the  diameters  of  all  pulleys 
around  which  the  belt  is  bent,  including  foot  pulleys 
and  tripper  pulleys,  are  not  too  small,  since  the  con 
stant  bending  of  the  belt  around  small  pulleys  when  the 
belt  is  under  stress  causes  the  plies  to  separate,  and  re 
sults  in  the  destruction  of  the  belt. 

Supports.  The  supporting  structure  may  be  either 
of  steel  or  wood,  steel,  of  course,  being  more  permanent 
and  less  likely  to  get  out  of  shape,  but  also,  as  a  rule, 
more  expensive.  There  are  usually  two  main  longi 
tudinal  stringers,  the  cross  planks  or  channels  for  sup 
porting  the  carrying  idlers  being  attached  to  the  top 
side,  and  the  return  idlers  attached  to  the  underside  of 
the  stringers.  Where  unit  stands  are  used  for  both  the 
carrying  and  return  idlers,  they  can  rest  either  on  a 
pair  of  stringers  or  on  a  floor. 

Housing.  Belt  conveyors  are  frequently  run  exposed 
to  the  weather,  and  if  they  are  properly  looked  after 
and  well  lubricated  this  does  not  cause  any  serious 
deterioration.  If,  however,  a  conveyor  is  allowed  to 
stand  still  for  a  long  period,  the  idler  pulleys  and  other 
pulleys  are  likely  to  become  badly  corroded,  and  the 
belt  deteriorates  to  a  certain  extent  whether  it  is  run 
ning  or  standing  idle.  In  winter  time  there  is  also  more 
or  less  danger  of  trouble  from  the  belt  freezing  fast  to 
the  idlers  or  ice  forming  on  it  and  injuring  it  when  it 
is  started  up;  this,  however,  can  be  overcome  by  clean 
ing  off  the  ice  and  snow  and  loosening  up  the  conveyor 
before  starting  up.  When  belt  conveyors  are  located 
inside  a  building  they  are  not  usually  enclosed. 

Housing  when  used  may  be  built  either  of  wood  or 
with  a  wood  or  steel  framework  covered  with  corru 
gated  iron.  The  footwork  for  access  to  the  conveyor  is 
sometimes  built  inside  of  the  housing  and  sometimes 
outside  of  it,  doors  being  provided  so  that  the  idlers 
may  be  properly  lubricated  and  the  conveyor  taken 
care  of. 

Feeding  Chutes.  Probably  more  belts  are  ruined,  or 
their  life  shortened,  by  the  way  in  which  the  material  is 
delivered  to  them  than  from  any  other  cause.  Where 
possible  the  material  should  always  come  onto  the  belt 
in  the  direction  in  which  it  is  traveling,  with  as  little 
impact  and  at  as  near  the  speed  that  the  belt  is  trav 
eling  as  possible.  Where  the  material  handled  is  both 
coarse  and  fine,  it  is  good  practice  to  feed  over  bars 
for  a  short  distance  so  that  the  fine  stuff  will  be  de 
posited  on  the  belt  first,  and  form  a  bed  to  protect  the 
belt  from  the  impact  of  the  coarser  material. 

Brushes.  A  revolving  brush  is  sometimes  employed 
near  the  discharge  end  of  the  conveyor  to  remove  fine 
particles  which  might  otherwise  cling  to  the  belt  and 
be  carried  around  over  the  idlers.  The  bristles  should 
be  stiff  and  durable  but  should  not  be  made  of  wire 


except  in  special  cases.  Provision  should  be  made  for 
automatic  or  manual  adjustment  to  insure  continued 
contact  of  the  bristles  with  the  belt  regardless  of  wear. 

Apron  and  Pan  Conveyors 

Apron  conveyors  consist  usually  of  one  or  more  chains 
to  which  wood  or  metal  slats  are  attached,  so  as  to  form 
a  continuous  apron.  Foi  handling  packages  or  piece  arti 
cles  the  slats  are  not  always  continuous,  but  sometimes  have 
spaces  between  them,  but  for  handling  loose  materials  they 
form  a  continuous  apron,  so  that  the  material  can  ride  on 
the  apron  in  the  same  way  that  it  rides  on  the  belt  of  a 
belt  conveyor.  Instead  of  having  separate  chains,  the  slats 
and  chain  links  are  sometimes  lashed  together  as  a  unit, 
in  which  case  the  parts  are  made  of  malleable  iron  or  some 
other  cast  metal. 

The  slats  are  made  in  many  forms,  from  flat  steel  plates 
simply  butted  up  close  together  to  the  overlapping  pans 
with  deep  corrugations,  very  similar  to  the  bucket  conveyor 
types  of  machines.  As  a  matter  of  fact  it  is  difficult  to 
draw  the  line  as  to  where  the  apron  conveyor  stops  and  the 
bucket  conveyor  begins,  since  the  bucket  conveyors  are 
similar  to  the  apron  conveyors,  except  that  the  plates  are 
formed  into  the  shape  of  buckets  which  will  handle  loose 
material  horizontally  or  at  a  considerable  incline.  Pan 
conveyors  are  also  similar  to  apron  conveyors,  except  that 
they  have  pans  of  considerable  width  instead  of  the  nar 
rower  slats  which  form  the  aprons  of  the  apron  conveyor. 

Aprons  made  with  plain  flat  plates  are  seldom  used  for 
handling  loose  materials  because  of  the  slight  gaps  between 
the  plates,  which  allow  the  material  to  leak  through;  the 
gaps  open  up  as  the  slats  pass  around  the  sprocket  wheels 
at  the  terminals,  allowing  the  material  to  spill  through  still 
more.  By  curving  the  slats  so  as  to  bring  the  butting  edges 
on  the  center  line  of  the  chains,  it  is  possible  to  bring  the 
adjacent  slats  close  together,  and  there  is  little  or  no  ten 
dency  to  open  up  as  they  pass  around  the  terminal  wheels ; 
this  type  of  conveyor  is  used  to  a  certain  extent  for  loose 
materials. 

The  usual  method,  however,  is  to  make  the  slats  over 
lapping,  the  slats  having  one  or  both  edges  curved  or 
beaded;  the  former  is  known  as  the  single  beaded  type,  and 
the  latter  as  the  double  beaded  type.  The  curve  of  the 
beaded  part  is  concentric  with  the  chain  joint  center,  so 
that  when  the  chains  are  bent  at  the  joints  the  beaded  parts 
rotate  around  these  centers.  The  slats  can  be  either  made 
flat  between  the  beads,  or  they  may  be  bent  down  to  a 
shape  approaching  a  bucket,  this  type  of  apron  conveyor 
being  especially  adapted  to  handling  materials  on  inclines. 

The  chain  or  chains  are  sometimes  attached  to  the  under 
sides  of  the  slats,  and  the  chains  or  slats  slide  along  on 
tracks,  or  are  supported  on  idlers  at  intervals  on  both  the 
carrying  run  and  return  run.  Most  modern  apron  con 
veyors,  however,  have  roller  chains  attached  to  the  ends 
of  the  slats,  and  tracks  are  supplied  for  the  chain  rollers 
to  travel  on,  on  both  the  carrying  and  return  runs. 

For  moderate  lengths  and  moderate  capacities  the  stand 
ard  malleable  iron  chains  are  used  to  a  considerable  extent, 
but  the  most  usual  type  of  apron  conveyor  is  the  one  em 
ploying  steel  strap  roller  chains  with  good-sized  flanged 
rollers  at  the  chain  joints,  and  with  the  inside  links  of  the 
pan  made  wider,  so  as  to  form  ends  for  the  slats  or  pans 
in  order  to  keep  the  material  from  spilling  over  the  edge. 
The  tracks  for  the  travel  of  the  rollers  ordinarily  are  steel 
flats,  steel  angles  or  standard  T-rails,  resting  either  on  steel 
or  wooden  supports. 

Stationary  steel  side  plates  are  frequently  added  to  an 
apron  conveyor,  especially  where  it  is  to  be  used  as  a 


424 


CONVEYORS   AND   ELEVATORS   FOR   LOOSE   MATERIAL 


feeder,  so  that  a  deep  bed  of  material  may  be  carried  on 
the  apron.  The  steel  side  plates  are  placed  just  inside  the 
moving  ends  of  the  slats,  which  they  overlap  to  a  certain 
extent,  the  ends  of  the  slats  keeping  the  lower  layer  of 
material  from  getting  out  over  the  edge,  and  the  stationary 
steel  side  plates  keeping  the  upper  layers  of  the  material 
from  escaping.  For  handling  coal,  ore,  sand,  gravel, 
crushed  stone  and  similar  materials,  the  pans  are  usually 
made  of  steel,  hut  for  hot  or  corrosive  materials  the  pans 
are  often  made  of  malleable  iron  or  cast  iron. 

Pan  conveyors  usually  have  rollers  for  supporting  the 
pans  on  both  the  carrying  and  return  runs,  but  the  rollers 
and  the  chains  are  ordinarily  separate;  the  rollers  are 
attached  at  each  side  of  the  pans,  or  sometimes  only  on 
every  second  or  third  pan,  and  a  single  chain  or  some 
times  a  steel  cable  is  attached  to  the  center  of  the  pans 
underneath,  or  two  strands  of  chain  are  attached  at  the 
sides  of  the  pans.  Roller  chains,  usually  of  the  steel  strap 
type,  are  also  used  to  certain  extent,  these  chains  being 
attached  at  the  sides  of  the  pans,  so  that  the  rollers  can 
travel  on  tracks  on  both  runs.  In  some  cases  the  pans 
are  arranged  to  dump  the  material  at  intermediate  points, 
the  discharge  being  accomplished  by  depressing  the  tracks 
at  these  points,  so  that  the  rollers  at  one  end  of  the  pans 
follow  down  the  depressed  track,  thereby  tilting  the  pans 
at  an  angle,  so  that  the  material  is  discharged  from  them. 
The  pans  are  made  of  steel,  cast  iron  or  malleable  iron, 
according  to  the  material  to  be  handled. 

Bucket  conveyors,  or  open  top  carriers  as  they  are  some 
times  called,  are  similar  to  apron  conveyors,  except  that  the 
plates  are  formed  in  the  shape  of  a  bucket.  The  usual 
type  is  with  a  double  strand  of  steel  strap  chain  with 
flanged  rollers  at  the  chain  joints,  or  sometimes  in  the 
center  of  chain  links,  the  chain  joints  being  equipped  sim 
ply  with  driving  collars  to  engage  with  the  sprocket  wheel 
teeth.  The  rollers  are  not  always  fitted  to  each  pitch  of 
the  chain,  but  sometimes  to  every  second  or  third  pitch. 
These  bucket  conveyors  are  used  extensively  for  handling 
various  materials,  such  as  coal,  ore,  sand,  crushed  stone 
and  gravel  and  with  buckets  of  the  proper  shape  they  can 
operate  on  comparatively  steep  inclines. 

General  Specifications 

Chains. — Various  types  of  chains  are  used  for  apron, 
1  an  and  bucket  conveyors,  such  as  the  Ewart,  pintle,  com 
bination,  malleable  roller,  and  steel  strap  roller  chains. 
For  heavy  service  and  handling  abrasive  materials  the 
chain  joints  are  frequently  bushed  to  give  greater  bearing 
service  and  hard  wearing  faces,  which  can  be  renewed 
without  renewing  the  whole  chain. 

Slats,  Pans  and  Buckets. — The  slats  for  apron  con 
veyors  and  pans  for  pan  conveyors  are  usually  made  of  steel 
plate  and  sometimes  of  cast  iron  or  malleable  iron,  depend 
ing  upon  the  materials  to  be  handled.  The  buckets  of 
bucket  conveyors  are  usually  of  steel  plate,  although  they 
can  be  made  of  malleable  iron.  For  light  service,  steel 
sheets  of  ]/x  in.  thickness,  or  even  lighter,  are  sometimes 
used,  but  as  a  rule  the  thickness  is  not  less  than  %  in.,  and 
often  it  is  even  thicker  than  this  for  the  large,  heavy  duty 
machines. 

Tracks  and  Supports. — For  sliding  slats  or  chains, 
steel  flats  or  steel  angles  are  ordinarily  used.  For  roller 
chains  with  unflanged  rollers,  the  tracks  are  also  of  steel 
flats  or  steel  angles.  For  the  steel  strap  chains  with 
flanged  rollers,  or  for  flanged  rollers  separate  from  the 
chains,  T-rails  are  used  to  a  large  extent,  though  steel 
flats  or  sterl  angles  are  also  used  more  or  less  for  this 
type  of  roller. 


The  supporting  framework  can  be  either  of  wood  or  steel, 
the  steel  framework  being  more  permanent  and  less  likely 
to  get  out  of  shape. 

Terminal  Wheels  and  Driving  Machinery.  —  Stand 
ard  sprocket  wheels  are  used  for  the  chains  to  travel 
around,  including  the  driving  wheels  for  the  machine.  The 
driven  shaft  is  usually  geared  with  spur  or  bevel  gears  to 
a  countershaft,  and  there  is  frequently  another  geared  coun 
tershaft  in  order  to  obtain  the  necessary  speed  reduction 
from  the  motor.  The  connection  between  the  motor  or 
second  countershaft  can  be  made  by  cut  spur  gearing, 
silent  chain  drive  or  belt  drive. 

Speeds. — Apron  conveyors  are  ordinarily  operated  at 
slow  speeds,  usually  from  50  ft.  to  75  ft.  per  min.  Where 
they  are  used  for  feeding  materials  from  a  hopper  or  bin, 
the  opening  in  the  hopper  or  bin  is  made  large  enough 
so  that  the  material  will  always  flow  out  as  it  is  taken 
away  by  the  moving  apron,  and  since  this  large  opening 
means  quite  a  deep  bed  of  material  on  the  apron,  the 
speed  is  usually  quite  slow  to  avoid  feeding  the  material 
too  rapidly.  Apron  feeder  speeds  are  usually  somewhere 
between  15  ft.  and  30  ft.  per  min. 

Housing  or  Casing. — These  conveyors  are  ordinarily 
run  open  without  any  housing  even  when  they  are  exposed 
to  the  weather,  but  they  can  of  course  be  housed  the  same 
as  other  conveyors,  with  a  housing  built  of  wood,  corru 
gated  iron,  or  other  material. 

Screw  or  Spiral  Conveyors 

Screw  conveyors  consist  of  a  shaft,  usually  hollow,  on 
which  is  wound  a  spiral  blade,  the  rotation  of  this  spiral 
blade  causing  the  material  to  be  pushed  along  in  a  trough 
or  on  a  bed  of  the  material  itself.  As  a  rule  there  is  a 
trough  made  of  wood  and  lined  with  steel,  or  constructed 
entirely  of  steel.  Screw  conveyors  arc  ordinarily  made  in 
sections,  8  ft.  to  12  ft.  long,  with  a  short  coupling  shaft 
between  each  two  sections,  these  shafts  being  supported 
in  bearings.  The  hollow  shafts  to  which  the  spiral  blades 


Single  Screw 

are  attached  are  usually  made  of  steel  pipe.  The  blades 
are  attached  to  the  pipe  by  bolts,  flattened  at  one  end  and 
riveted  to  the  spiral  blade,  and  threaded  at  the  other  end 
and  fitted  with  a  nut,  the  threaded  end  extending  through 


Double  Screw 

the  pipe.  The  pipes  are  reinforced  at  the  ends  of  each 
section  by  sleeves  slipped  over  them,  and  the  coupling 
shafts  are  held  by  bolts  extending  through  the  sleeve  and 
pipe  and  also  through  the  shaft. 

Another  type  of  screw  conveyor,  known  as  the  Helicoid, 
has  a  continuous   spiral  blade   for  each   section,   this  blade 


SCREW   OR   SPIRAL  CONVEYORS 


425 


when  formed  into  a  spiral  being  thicker  at  the  inner  edges 
and  thinner  at  the  outer  edges  and  fitting  close  around  the 
pipe,  to  which  it  is  attached  only  at  the  ends. 

The    bearings    for    supporting    the    screws    are    held    in 


Inclined  Screw 

hangers  attached  usually  at  the  upper  edges  of  the  trough. 
These  bearings  are  designed  to  take  up  as  little  room  as 
possible  so  as  not  to  interfere  with  the  passage  of  the 
material  past  them. 

Screw  conveyors  should  be  operated  with  the  material 
coming  only  about  to  the  center  of  the  shaft  or  a  little  less 
than  this,  otherwise  the  material  will  tend  to  crowd  against 
the  bearings. 

In  some  cases  where  very  heavy  materials  are  to  be 
handled  or  a  steadier  feed  is  desired,  screws  with  a  double 
set  of  flights  are  used.  For  handling  abrasive  materials 


Rotary    Cylinder   Screw    Conveyor 

like  sand,  ashes  and  certain  ores,  cast  iron  screw  conveyors 
are  sometimes  used.  The  flights  are  cast  on  sleeves,  which 
are  in  halves  and  are  bolted  together  over  a  solid  shaft, 
the  shaft  usually  being  square  in  section  where  the  flights 
are  fitted  to  it.  Cast  iron  screw  conveyors  ordinarily  have 
a  cast  iron  trough,  though  the  upper  part  of  it  is  some 
times  made  of  steel  channels. 

Instead  of  a  full  flight  extending  all  the  way  out  from 
the  hollow  shaft,  a  steel  ribbon  is  sometimes  used,  this 
ribbon  being  supported  on  bolts  which  hold  it  some  dis 
tance  from  the  shaft.  Ribbon  conveyors  are  used  for  semi- 
liquid  or  sticky  materials,  or  where  it  is  desired  to  mix 
materials,  and  where  the  capacity  required  is  not  great. 

Other  types  of  screw  conveyors  are  also  used  for  mixing, 
paddles  sometimes  being  inserted  between  the  flights  of  the 
spiral  or  the  outer  edges  of  the  spiral  flights  sometimes 
being  cut  out  so  as  to  leave  gaps;  the  cut  part  may  be 
bent  over  so  as  to  stir  the  material  still  more  as  it  is 
conveyed. 


When  a  conveyor  trough  is  built  entirely  of  steel  plates 
they  are  usually  reinforced  with  steel  angles  along  the  upper 
edges,  and  where  covers  are  desired  they  are  ordinarily 
bolted  to  these  angles.  As  a  rule  steel  troughs  are  sup 
ported  on  cast  iron  saddles,  these  saddles  sometimes  being 
only  low  saddles  for  the  conveyor  to  rest  on,  and  sometimes 
running  all  the  way  to  the  top  edge  of  the  troughs  and 
forming  the  flanges  for  bolting  the  sections  of  the  trough 
together. 

Material  is  discharged  from  screw  conveyors  by  gates  in 
the  bottom  of  the  trough,  the  same  as  with  flight  con 
vex  <>rs.  These  gates  are  usually  of  the  sliding  type,  being 
operated  cither  by  a  direct  pull  handle  or  having  a  rack 
and  pinion  with  hand  wheel  or  chain  wheel  for  operating 
the  pinion  shaft. 

S. rexv  conveyors  are  used  for  handling  grains,  flour, 
feeds,  fertilizers,  cement,  crushed  coal,  sand,  gravel,  ashes, 
chips  and  many  other  substances  which  do  not  contain  over 
one-inch  lumps.  They  are  usually  installed  in  a  hori/ontal 
position  but  may  be  inclined  at  an  angle  of  20  deg.  without 
noticeable  loss  of  capacity.  Inclined  conveyors  should  usu 
ally  be  run  at  slightly  lower  speeds  than  horizontal  con 
veyors  to  avoid  throwing  materials  over  the  flights.  Screw 
conveyors  may  also  be  operated  successfully  in  a  vertical 
position  for  handling  light  materials  such  as  cotton  seed, 
ground  ci  rk.  etc..  which  do  not  cling  together. 

Another  type  of  spiral  conveyor  which  has  been  used  to 
a  limited  extent,  consists  of  a  steel  cylinder  with  a  spiral 
blade  attached  to  its  inside.  When  the  cylinder  revolves, 
the  internal  spiral  blade  causes  the  material  to  travel 
lengthwise  of  the  cylinder.  On  the  outside  of  the  cylinder 
are  rings  at  intervals  which  are  supported  on  rollers,  the 
cylinder  !>eing  made  to  revolve  by  a  pair  of  spur  gears, 
the  large  gear  consisting  of  a  ring  attached  to  the  cylinder. 
and  the  small  gear  or  pinion  being  mounted  on  a  counter 
shaft  to  which  the  power  is  applied.  This  type  of  con 
veyor  is  used  for  conveying,  cooling  or  drying  certain  ma 
terials,  such  as  soda,  metallic  ores,  etc. 

A  table  of  capacities  for  screw  conveyors  is  given  beloxv : 

Size     of     screw  (.RAIN 

conveyors -Ins.    3456789        in  12        14  16 

Speed,    r.p.m.,.200  200  190  180  175  175   170      165  165      160  160 

Cn.  ft.  per  hr..   34     72  175  243  352  734  910  1,205  2,180  2.935  5,110 

Bi'shrls   per   hr.  27     58   140  195  282   586  728      965  1.745  2,350  4.100 

SA.VD.   GRAVEL  OR  ASHES 
(Dry,  and   with  no  large  lumps  or  stones) 
Size     of     screw 

conveyors— Ins.  3456789  10  12  14  16 
Speed,  r.p.m.,.125  125  120  115  110  105  100  95  90  85  80 
Cn.  ft.  pei  hr..  20  43  95  126  178  359  421  540  933  1,200  2.000 

COAL 

•^creenines,  or  small  sized  coal,  with  no  lumps  larger  than   1    in. 
"Size  of  screw  convt-yur 

— Inches    7           8           9  10  12  14           16 

Speed,    r.p.m 110      105       100  95  90  85           80 

Ca.   ft.   per   hr 269      544      650  838  1,460  1,905     3,220 

T  us  (2,000  lb.)    per  hr.      6.7     13.6     16.3  20.9  36.5  47.5       79.O 

-     *Sma11  sizes  of  screw  conveyor  not  recommended  for  handling  coal. 

CEMENT 
Size  of  screw  conveyor 

— Inches    6          7         8         9  10  12  14  16 

Speed,   r.p.m 125      115     110     100  100  90  90  85 

Cn.   ft.   per  hr 167     233     468     541  725  1,210  1.625  2,730 

Barrels    per    hr 42       58     117     135  181  303  408  683 

General  Specifications 

Flights. — The  flights  for  steel  screw  conveyors  are 
made  of  steel  plates  or  sheets,  the  thickness  varying  accord 
ing  to  the  size  of  the  conveyor  and  according  to  the  charac 
teristics  of  the  material  to  be  conveyed.  For  heavy  or 
abrasive  materials  the  flights  should  be  made  thicker  to 
give  longer  wear.  The  pipes  on  which  the  flights  are 
mounted  are  also  made  heavier  for  the  heavy  duty  con- 


426 


CONVEYORS   AND   ELEVATORS   FOR   LOOSE   MATERIAL 


Typical  Installations  of  Flight  Conveyors 


FLIGHT  AND   DRAG  CONVEYORS 


427 


veyor.  The  table  below  gives  the  various  thicknesses  of 
flights  commonly  used  with  different  sizes  of  conveyors 
and  the  sizes  of  the  pipe  on  which  the  flights  are  mounted. 

STEK.l.    SCREW    CONVEYOR    AS    USUALLY    MADE    AND 
MOUNTED  ON   PIPE 


Inside 

Gage 

Standard  Lengths 

Diam., 

Diam.  of 

of  Steel 

t  •*•  \ 

Inches 

Pipe  —  Inches     in  Flights 

Feet     Avg.  Wt.  Lb. 

4     .... 

1 

No.  18 

8                 25 

6    

I'A 

No.  16 

10                   40 

9 

No.  14 

10                   54 

10    

I'A 

No.  14 

10                60 

12    

2 

No.  12 

12               108 

16    ..    . 

2 

No.  12 

12               120 

16    

3 

No.  10 

12               186 

18    

3 

No.  10 

12                192 

HEAVY    STEEL 

SCREW    CONVEYOR 

Inside  Diam 

Thickness 

Standard  Lengths 

Inches 

Inches 

Flights  —  Inches 

Feet    Avg.  Wt.  Lb. 

4     .  .    . 

1 

No.   10 

8                   32 

4     .... 

1 

ft 

8                  39 

4     

1 

'A 

8                    43 

6     .... 

I'A 

No.  10 

10                    56 

6    .. 

I'A 

ft 

10                    64 

6     .... 

'A 

10                    85 

\'A 

M 

10                  106 

9    . 

l  'A 

No.   10 

1O                    66 

9     

I'A 

ft 

10                    82 

9     

iy, 

10                  105 

9 

No.   10 

10                   70 

9      

2 

ft 

10                  86 

9     

2 

y\ 

10                 110 

9     

2 

ft 

10                  134 

9     

i^ 

10                 157 

10    ... 

1  'A 

No.  10 

10                   90 

10     

ft 

10                 114 

10    

I'A 

% 

10                 134 

10     .... 

No.  10 

10                  98 

10     

2 

ft 

10                  120 

10     

2 

'A 

10                  143 

12     .... 

2 

No.  1O 

12                  106 

12     

2 

ft 

12                  134 

12 

2 

'A 

12                 165 

12     

3 

ft 

12                 165 

12     

3 

12                 195 

12     

3 

& 

12                  225 

12     .  .    . 

3 

Jl 

12                  260 

12     

3 

l^ 

12                  330 

14 

14     

2 
2 

§ 

12                  186 
12                  208 

14       .  . 
14     

3 
3 

9 

12                  213 
12                  233 

16 
16     

2 
2 

i 

12                  222 
12                  250 

16 
16     .... 

3 
3 

I 

12                  235 
12                  270 

16     

3 

12                  305 

16     

3 

H 

12                  340 

16    .... 

3 

n 

12                  410 

18 
18     

3 
3 

I 

12                  280 
12                  320 

18     

3 

12                  360 

18     .... 

3 

H 

12                  4OO 

18     .... 

•  3 

12                  480 

20 

20 

3 
3 

1 

12                  330 
12                  390 

20 

3 

ft 

12                  450 

Troughs. — Where  wooden  boxes  are  used  with  steel 
lining,  the  lining  does  not  come  all  the  way  to  the  top  of 
the  box  but  forms  only  a  curved  lining  for  the  bottom  oi 
the  box,  the  upper  edge  of  the  steel  sheet  being  attached 
to  the  wooden  box  by  nails  or  screws.  There  is  usually 
a  clearance  of  from  J4  in.  to  l/z  in.  between  the  flights 
of  the  screw  and  the  trough.  The  steel  conveyor  boxes 
ordinarily  have  steel  angles  along  the  upper  edges  for 
stiffening  and  as  a  rule  are  equipped  with  steel  plate  covers, 
especially  when  used  to  handle  dusty  materials.  The  thick 
ness  of  the  steel  plates  for  the  steel  conveyor  troughs  and 
for  the  lining  of  the  wooden  boxes  varies  according  to  the 
size  of  the  conveyor  and  the  material  handled. 

In  many  cases  wooden  boxes  or  concrete  troughs  are  used 
without  any  lining,  considerable  clearance  being  provided 
between  the  conveyor  flights  and  the  sides  of  the  troughs 
so  that  the  bottom  and  sides  of  the  trough  are  realty 
formed  by  the  bed  of  material  itself.  In  some  cases  in 
which  a  pile  of  material  is  to  be  formed  by  a  screw  con 
veyor,  no  trough  or  box  is  provided,  the  screw  simply 
pushing  the  material  out  on  the  pile  as  it  is  formed.  Where 
cast  iron  screw  conveyors  with  cast  iron  troughs  are  used. 


the  nights  and  troughs  arc  made  quite  heavy,  usually  not 
less  than  ]/%  in.  or  l/2  in.  thick. 

Bearings  and  Hangers. — The  bearings  are  usually 
made  of  cast  iron  and  are  babbitted,  the  bearing  being  sup 
ported  by  a  cast  iron  or  steel  hanger.  An  oil  hole  is  usually 
provided  down  through  the  hanger,  so  that  oil  may  be  sup 
plied  to  the  babbitted  bearings.  In  some  cases  where  abra 
sive  materials  are  handled,  chilled  cast  iron  bearings  are 
used  and  no  provision  is  made  for  oiling. 

Box  ends  made  of  cast  iron  are  usually  provided,  these 
box  ends  having  babbitted  bearings  for  the  end  shafts ;  for 
conveyors  of  much  length  a  thrust  bearing  is  also  provided 
to  take  the  longitudinal  push  on  the  shaft. 

Driving  Arrangement. — Screw  conveyors  are  driven 
from  a  shaft  extension  at  one  end  on  which  is  mounted  the 
driven  wheel,  this  wheel  being  usually  either  a  gear  wheel 
or  a  sprocket  wheel  for  connecting  to  a  countershaft  to 
which  power  can  be  applied  in  any  ordinary  manner. 
Where  two  screw  conveyors  are  connected  together  at 
right  angles,  there  are  standard  right  angle  drives  with 
short  chain  drives  and  a  pair  of  mitre  gears  with  a  short 
countershaft  and  the  necessary  castings  for  supporting  the 
bearings. 

Flight  and  Drag  Conveyors 

Flight  conveyors  consist  of  one  or  more  chains  which 
push  the  material  along  in  a  trough  usually  made  of  wood 
or  metal,  the  pushing  being  done  cither  by  the  chain  or 
chains  themselves,  or  by  means  of  flights  or  pushers  at 
tached  to  the  chains,  the  flights  ordinarily  being  made  of 
wood  or  metal.  Flight  conveyors  may  be  installed  in 
either  a  horizontal  or  an  inclined  direction. 

The  simplest  type  of  these  conveyors  is  known  as  a  drag 
chain  conveyor,  where  the  chain  itself  does  the  pushing. 
With  such  conveyors  a  single  wide  chain  is  ordinarily  used, 
the  chain  sliding  along  in  the  trough  on  the  carrying  run, 
and  the  material  being  pushed  along  in  the  trough  by  the 
chain.  While  the  chain  itself  need  not  be  very  deep,  it 
will  convey  quite  a  deep  bed  of  material,  the  chain  pushing 
the  lower  layer  of  material,  and  the  upper  layers  riding 
along  on  the  other  moving  material.  The  chain  passes 
around  sprocket  wheels  at  the  ends,  and  returns  either 
over  idler  drums  or  by  sliding  back  on  guides.  Sometimes 
the  return  run  is  above  the  carrying  run,  and  sometimes 
below  it.  If  the  return  run  is  above  the  carrying  run,  the 
material  passes  through  and  over  the  sides  of  the  chain 
links  at  the  discharge  point,  whereas  if  the  return  run  is 
below  the  carrying  run,  the  material  is  discharged  over  the 
end  wheel,  which  in  such  cases  is  usually  made  with  flanges 
to  keep  the  material  from  spilling  out  sideways.  These 
conveyors  are  seldom  used  for  discharging  material  at  in 
termediate  points  along  the  length  of  the  conveyor,  the 
discharge  usually  being  only  at  the  end.  They  are  quite 
extensively  used  for  handling  coal,  ashes,  sawdust  and 
some  other  materials. 

Where  flights  or  pushers  are  used,  the  chains  are  usually 
made  fairly  narrow,  and  either  one  or  two  chains  are  em 
ployed.  If  the  flights  are  not  too  long,  a  single  chain  is 
sufficient.  The  flights  are  bolted  to  special  attachment  links 
on  the  chain,  the  attachments  being  at  the  center  of  the 
flight  for  a  single  chain,  and  out  towards  the  ends  or  at 
the  ends  for  double  chains.  For  light  nwtenais  like  saw 
dust,  feed  and  ensilage,  both  flights  and  trough  are  usually 
made  of  wood,  the  wooden  flights  sliding  on  the  wooden 
trough,  and  returning  on  wooden  slides  or  over  idlers. 
The  carrying  run  may  be  either  above  or  below  the  return 
run.  The  material  can  be  discharged  either  at  the  end  of 


428 


CONVEYORS   AND    ELEVATORS   FOR   LOOSE   MATERIAL 


the  conveyor  or  at  intervals  along  its  length  by  means  of 
gates  or  doors  in  the  bottom  of  the  trough,  the  material 
falling  through  the  first  open  gate  that  it  comes  to. 

One  of  the  commonest  forms  of  flight  conveyor  for 
handling  coal  is  a  single  strand  of  chain  with  malleable 
iron  flights  bolted  to  the  chain  at  intervals  of  usually  about 
18  in.  or  24  in.  The  flights  slide  along  the  trough  on  the 
carrying  run  and  push  the  coal;  they  slide  back  on  angle 
iron  tracks  supported  by  a  light  steel  frame  which  rests 
on  the  conveyor  stringers  at  the  sides  of  the  trough.  The 
malleable  iron  flights  are  made  with  thick  edges  where 
they  come  in  contact  with  the  trough  and  have  shoes  cast 
on  the  opposite  edge  or  steel  shoes  bolted  to  the  edge,  these 
shoes  sliding  on  the  guides  or  tracks  on  the  return  run. 
The  thick  edges  of  the  flights  where  they  come  in  contact 
with  the  trough  prevent  any  chatter  or  screech  of  the 
flights  as  they  slide  along  and  increase  their  life.  As  a 
matter  of  fact,  when  such  a  conveyor  is  loaded  with  coal, 
the  coal  tends  to  get  underneath  the  flights  to  a  certain 
extent,  so  that  the  flights  ride  on  the  coal  and  frequently 
do  not  come  much  into  contact  with  the  trough,  except 
where  the  conveyor  is  empty. 

The  troughs  are  usually  made  of  steel  plates  and  are 
supported  by  wood  or  steel  stringers  along  each  side,  the 
steel  stringers  usually  being  of  the  channel  form.  Where 
wooden  stringers  are  used  the  supports  for  the  return 
guides  are  also  frequently  built  of  wood,  the  return  tracks 
themselves  being  steel  flats  on  wooden  stringers.  For  large 
capacity,  or  where  the  coal  contains  large  lumps,  two 
strands  of  chain  arc  used,  these  chains  being  attached  at 
the  end  or  near  the  ends  of  the  flights  so  as  to  give  ample 
space  for  the  lumps  between.  Flight  conveyors  of  this  type 
are  sometimes  built  for  capacities  as  high  as  1,500  tons  per 
hour,  the  flights  and  chains  in  such  cases  being  entirely 
buried  underneath  the  mass  of  coal;  the  upper  part  of  the 
mass  rides  on  the  lower  part  which  is  pushed  along  by 
the  conveyor. 

Instead  of  allowing  the  flights  to  slide  on  the  trough, 
they  are  sometimes  provided  with  shoes,  usually  made  of 
cast  iron;  these  shoes  arc  attached  either  directly  to  the 
flights  at  each  side  or  to  the  ends  of  crossbars  which  are 
attached  to  the  flights.  Tracks,  usually  made  of  steel  an 
gles,  are  arranged  at  each  side  for  the  shoes  to  slide  along 
on,  the  track  being  set  at  the  proper  height  on  the  carrying 
run,  so  as  to  keep  the  flights  elevated  slightly  above  the 
trough.  In  place  of  the  sliding  shoes  on  each  side  of  the 
flights,  rollers  arc  frequently  substituted  to  obtain  rolling 
friction,  thereby  reducing  the  pull  necessary  to  move  the 
conveyor.  These  rollers  are  mounted  either  on  separate 
pins  attached  to  each  side  of  the  flights,  or  to  small  axles 
or  shafts  extending  across  the  tops  of  the  flights.  Such 
machines  are  usually  of  the  single  strand  type,  since  the 
customary  design  for  a  double  strand  flight  conveyor  using 
rollers  is  to  use  two  strands  of  roller  chain  attached  to  the 
ends  of  the  flights  and  provide  tracks  for  the  chain  to  roll 
on.  These  conveyors  ordinarily  use  short  pitch  malleable 
iron  roller  chains  for  moderate  capacity  and  moderate 
length  of  conveyor,  and  steel  strap  roller  chains  for  the 
larger  machines.  They  are  extensively  used  for  handling 
run-of-mine  soft  coal  at  tipples  and  preparation  plants. 

Instead  of  using  a  chain  or  chains  for  pulling  the  flights, 
a  steel  cable  is  sometimes  substituted.  For  cable  conveyors 
the  flights  are  usually  made  round  and  in  two  halves  which 
are  bolted  together  in  such  a  way  as  to  clamp  tightly  over 
the  cable.  The  troughs  are  ordinarily  made  U-shape  or 
V-shape,  with  a  steel  plate  at  the  bottom  resting  on  wooden 
planks:  the  V-shape  trough  is  usually  fitted  with  a  curved 
steel  plate  at  the  bottom.  The  cable  travels  around  sheave 


wheels  at  the  ends,  these  sheave  wheels  having  gaps  at  the 
proper  intervals  to  receive  the  flights  which  are  attached  to 
the  cable.  Cable  conveyors  are  used  for  handling  sawdust, 
shavings,  wood  blocks  and  pulp  logs,  and  are  frequently 
employed  as  retarding  conveyors  for  lowering  coal  from 
hillside  mines  to  tipples  at  a  lower  level. 

General   Specifications 

Chain. — For  drag  chain  conveyors,  either  malleable 
iron  or  steel  chains  are  used,  the  pitch  of  the  chain  usually 
being  not  over  8  in.  and  the  width,  as  a  rule,  not  over  16 
in.  These  chains  are  of  the  pintle  type  and  the  barrels  of 
the  malleable  iron  chain  ordinarily  have  flat  faces  on  which 
they  slide  on  the  trough.  Sometimes  wings  are  cast  on 
the  outside  of  the  links  to  give  greater  width  for  pushing 
the  material  and  to  keep  the  heads  of  the  pins  from  com 
ing  into  contact  with  sides  of  the  trough,  thereby  prevent 
ing  the  heads  of  the  pins  from  being  worn  away. 

For  flight  conveyors  of  moderate  length  and  capacity 
the  Ewart  chains  are  used  extensively  and  also  the  pintle 
and  combination  chains.  The  mono-bar  type  of  chain  is 
an  excellent  one  to  use  for  long  flight  conveyors  because 
of  its  great  strength  and  its  comparatively  light  weight. 
For  large  capacity,  double  strand  flight  conveyors  special 
types  of  steel  chains  are  used.  For  the  double  strand  roller 
flight  conveyors,  the  smaller  machines  ordinarily  employ 
malleable  roller  chain  and  the  larger  ones  steel  strap  roller 
chains. 

Wheels. — Standard  sprocket  wheels  are  used  for  flight 
conveyors.  Where  a  conveyor  carries  on  the  upper  run 
and  discharges  over  the  end,  the  end  wheel  is  made  of  the 
drum  type  so  that  the  material  being  conveyed  will  pass 
on  over  the  drum  at  the  end  of  the  trough. 

Flights. — Where  wooden  flights  are  used,  they  are 
usually  made  of  a  rectangular  shape,  and  thick  enough  to 
be  amply  strong  for  the  work — usually  not  less  than  l!4  in. 
or  \y2  in.  thick.  A  close  grained  wood  like  maple  is  best 
for  flights.  In  some  cases  the  grain  of  the  wood  is  made 
to  run  up  and  down ;  that  is,  at  right  angles  to  the  trough, 
instead  of  parallel  to  it,  thereby  giving  greater  length  of 
life  to  the  flights.  This,  however,  necessitates  a  crossbar 
of  wood  or  metal  to  reinforce  the  flight  lengthwise  to  keep 
it  from  splitting.  When  the  conveyor  carries  on  the  upper 
run,  the  flights  are  sometimes  notched  out  so  that  the  chain 
can  set  in  the  notches  and  not  extend  beyond  the  bottom 
of  the  flights.  This  allows  the  use  of  a  plain  bottom  board 
for  the  trough  upon  which  the  flights  slide. 

Steel  and  malleable  iron  flights  for  conveying  coal  and 
similar  materials  are  usually  made  with  the  corners  beveled 
off  to  rest  on  a  trough  with  sloping  sides.  The  material 
tends  to  slide  down  to  the  center  of  the  trough,  and  if  one 
flight  becomes  overloaded  the  surplus  material  can  get  past 
it  to  the  next  flight.  This  design  also  eliminates  any  pos 
sibility  of  jamming  of  material  between  the  ends  of  the 
flights  and  the  sides  of  the  trough.  Malleable  iron  flights 
are  ordinarily  used  in  preference  to  steel  flights  as  the 
steel  flights  tend  to  screech  and  chatter  as  they  move  along 
on  the  trough,  and  the  thickened  edges  of  the  malleable 
iron  flights  also  give  greater  wearing  surface  and  longer 
life. 

For  suspended  and  roller  flight  conveyors  where  the 
flights  do  not  touch  the  trough  they  are  usually  made  of 
steel,  ordinarily  ]4,  in.  or  3/16  in.  in  thickness.  The  flights 
are  also  made  of  steel  for  double  strand  roller  flight  con 
veyors,  the  large  flights  frequently  having  corrugations  or 
being  reinforced  with  steel  angles  to  prevent  distortion. 

Troughs. — For  handling  light  materials,  such  as  saw- 


RECIPROCATING   CONVEYORS 


429 


dust,  feed,  etc.,  the  troughs  are  usually  made  of  wood.  For 
handling  most  other  materials,  however,  metal  lining  plates 
or  complete  metal  troughs  arc  used.  For  handling  coal  and 
similar  materials  steel  plates  are  used,  though  cast  iron 
plates  are  employed  where  the  service  is  severe.  Whore 
drag  chain  conveyors  are  used  for  handling  ashes  or  other 
gritty  materials  the  troughs  are  usually  made  of  hard  white 
cast  iron  plates  or  sometimes  of  manganese  steel.  For  an 
ordinary  coal  conveyor  where  the  work  is  quite  light,  and 
the  conveyor  is  not  out  in  the  open,  steel  plates  Yt,  in. 
thick  will  give  several  years'  service.  Where  the  service 
is  heavy  or  where  the  conveyor  is  exposed  to  the  weather, 
the  trough  plates  should  he  not  less  than  3/16  in.  or  l/a,  in. 
thick,  and  for  very  heavy  work  they  are  mack'  even  thicker 
than  this. 

Bearings  and  Driving  Machinery. — Since  the  speed  of 
rotation  of  conveyor  shafts  is  slow  and  the  pull  on  the 
chain  considerable,  simple,  rigid  types  of  pillow  blocks  or 
post  boxes  are  ordinarily  employed,  the  type  known  as 
angle  bearings  being  extensively  used.  These  bearings  are 
usually  of  the  babbitted  type,  with  some  simple  type  of  oil 
well  or  grease  cup.  The  driven  shaft  is  usually  geared 
with  spur  or  bevel  gears  to  a  countershaft,  or  is  driven 
by  a  chain  drive  from  a  countershaft.  When  connected  to 
an  electric  motor  there  is  usually  at  least  one  additional 
countershaft  geared  to  the  first  countershaft,  the  connection 
to  the  motor  being  by  means  of  cut  spur  gears,  belt  drive 
or  silent  chain  drive.  The  hearings  fur  the  higher  speed 
countershafts  should  be  equipped  with  efficient  oiling 
devices. 

Guides. — On  the  return  run  of  drag  chain  conveyors, 
the  chains  may  slide  on  steel  or  cast  iron  plates,  or  travel 
hack  over  idlers  spaced  at  intervals.  For  wooden  flight 
conveyors,  the  wooden  flights  ordinarily  return  on  wooden 
slides  or  boards.  For  flight  conveyors  with  malleable  iron 
or  steel  flights,  the  return  guides  are  usually  steel  flats  or 
steel  angles  which  rest  on  wood  or  steel  support.  For 
roller  flight  conveyors  and  roller  chain  flight  conveyors, 
tracks  of  steel  flats  or  steel  angles  are  used.  For  cable 
conveyors  the  round  flights  usually  return  in  a  V-shape 
or  U-shape  trough  similar  to  the  trough  on  the  carrying 
run. 

Supports. — The  supports  may  be  built  either  of  steel 
or  wood,  the  steel  construction  having  the  advantage  of 
being  more  rigid  and  less  likely  to  get  out  of  shape; 
wooden  supports,  however,  are  extensively  used  and  stand 
well,  quite  severe  service. 

Gates. — The  gates  for  discharging  the  material  from 
a  flight  conveyor  are  usually  of  the  sliding  plate  type,  op 
erated  either  by  a  lever  or  with  a  rack  and  pinion  arrange 
ment.  The  rack  is  bolted  to  the  gate  plate,  and  the  pinion 
is  mounted  on  a  shaft  supported  in  bearings  and  has  a 
hand  wheel  or  chain  wheel  for  revolving  the  shaft  and  open 
ing  or  closing  the  gate. 

Housing  or  Casing. — Flight  conveyors  are  frequently 
run  in  the  open  exposed  to  the  weather;  if  used  quite 
constantly  this  does  not  cause  any  serious  deterioration. 
When  allowed  to  stand  still  for  long  periods  the  corrosion 
of  the  trough  plates  and  other  parts  may  be  quite  severe. 
There  is  also  more  or  less  trouble  from  ice  and  snow  in 
winter  time,  it  sometimes  being  necessary  to  loosen  up  the 
flights  from  the  trough  and  guides  before  starting  up  tre 
conveyor. 

When  the  flight  conveyors  are  located  in  a  building  they 
are  not  usually  enclosed.  When  they  are  outside  and  it  is 
desired  to  house  them  in,  either  a  wooden  structure  is  used 
or  one  with  a  wood  or  steel  framework  covered  with  cor 


rugated  iron.  The  fontwalk  for  access  to  the  conveyor  is 
sometimes  built  inside  the  housing  and  sometimes  outside 
the  housing,  and  doors  provided  fur  convenient  access  to 
the  conveyer. 

Reciprocating  Conveyors 

Conveyors  of  this  class  include  two  types  :  reciprocating 
trough  conveyors,  sometimes  called  "grasshopper"  con- 
\eyor>,  and  reciprocating  flight  conveyors. 

Reciprocating  Trough  Conveyors 

This  type  of  conveyor  takes  its  name  of  "grasshopper" 
conveyor  from  the  hopping  or  jumping  movement  im 
parted  to  the  material  being  conveyed  by  the  movement  of 
the  conveying  trough  up  and  forward.  The  conveyor  con 
sists  principally  of  a  trough,  usually  of  steel  and  of  the 
proper  depth  and  width  for  the  capacity  required  and  the 
material  to  be  handled. 

In  one  type  the  trough  is  supported  on  flexible  arms  at 
close  intervals,  these  arms  being  inclined  to  a  certain  ex- 


Reciprocating  Trough  Conveyor. 

tent  so  that  the  trough  moves  up  as  well  as  forward  when  a 
vibrating  motion  is  imparted  to  it  by  an  eccentric  and 
an  eccentric  rod.  The  throw  is  small  and  the  speed  fairly 
high.  The  eccentric  rod  is  fitted  with  springs  where  it  is 
connected  to  the  trough  to  absorb  the  shock.  The  driving 
shaft  is  equipped  with  fly  wheels  which  makes  the  opera 
tion  more  uniform.  In  another  type  the  trough  is  supported 
by  or  suspended  from  laminated  spring  legs. 

In  either  type  the  material  may  be  screened  in  transit 
and  delivery  may  be  made  at  the  end  of  the  run  or  at 
any  point  through  gates  in  the  bottom  of  the  trough.  These 
conveyors  may  be  used  for  handling  sand,  cement  or  most 
any  loose  material.  They  are  particularly  adapted  for 
handling  materials  which  are  more  or  less  sticky,  especially 
raw  sugar.  In  fact  it  is  extensively  used  for  this  purpose 
since  it  handles  the  sugar  without  grinding  or  crushing  the 
crystals,  and  is  self-cleaning  when  in  operation.  The  capac 
ity  obtainable  is  large  and  comparatively  little  power  is 
required  for  operation. 

Reciprocating    Flight    Conveyors 

.Reciprocating  flight  conveyors  consist  of  a  frame  usually 
built  of  steel,  which  is  made  to  move  back  and  forth,  and 
underneath  which  are  hung  hinged  flights  or  pushers,  which, 
when  they  move  forward,  push  the  material  in  troughs, 
and  when  they  move  back,  lift  up  and  ride  over  the  mate 
rial.  The  frame  is  equipped  with  rollers  or  wheels,  spaced 
at  comparatively  long  intervals,  these  wheels  traveling 
on  tracks  on  each  side  of  the  trough.  These  conveyors 
have  been  used  principally  for  handling  sand,  especially 
molding  sand  in  foundries.  Their  suitability  for  this  sort 

UNIVERSITY  OF  CALIFORNIA 

DEPARTMENT  OF   CIVIL   ENGINEERING 

PERKELEY.  CALIFORNIA 


430 


CONVEYORS   AND   ELEVATORS   FOR   LOOSE   MATERIAL 


of  work  is  due  principally  to  the  few  wearing  parts,  the  mostly  on  a  bed  of  the  material  itself,  instead  of  sliding 
rollers  and  the  hinges  of  the  flights  being  about  the  only  on  the  trough.  The  discharge  of  the  material  is  accom- 
parts  besides  the  driving  machinery  which  receive  much  plished  by  gates  in  the  bottoms  of  the  trough. 


Reciprocating    Flight    Conveyor — Forward    Movement 


Reciprocating   Flight    Conveyor — Return   Movement 


wear,    since    sufficient    clearance   can    be    left    between    the  The   reciprocating   movement   is   imparted   to   these   con- 

flights   and   the    trough    so    that   the    material    slides   along       veyors  by  eccentric  rods,  or  cranks  and  connecting  rods. 


Current  Conveyors 

Under  current  conveyors  might  properly  be  classed  pneu-       and    systems    for    pumping    liquids.    Hydraulic    conveyors 
matic  conveyors,  steam  jet  conveyors,  hydraulic  conveyors       have  been  used  to  a  limited  extent,  mainly  for  conveying 


Steam  Jet  Ash  Conveyor  Installations 


CURRENT   CONVEYORS 


431 


coal,  and  pumping  systems  are  universally  used  in  con 
veying  water,  oil,  chemicals  and  so  on.  However,  only 
the  two  first  mentioned  conveyors  will  be  discussed  here. 

Steam  Jet  Conveyors 

The  steam  jet  conveyor  is  essentially  a  conveyor  for 
ashes.  It  consists  primarily  of  a  line  of  pipe  into  which 
ashes  are  fed  and  through  which  they  are  carried  to  a 
discharge  point  by  the  flow  of  air  induced  by  a  steam  jet 
of  high  velocity.  The  steam  discharge  tends  to  create  a 
vacuum  behind  it,  which  in  turn  creates  a  current  of  air 
through  the  air  intake  provided  at  the  end  of  the  suction 
line. 

The  ashes  arc  fed  into  the  pipe  through  opening  pro 
vided  with  covers,  so  that  only  the  one  in  use  needs  to 
be  uncovered.  They  are  usually  handled  dry,  and  sprayed 
with  water  at  the  discharge  point.  If  sprayed  before  they 
are  handled  they  tend  to  pack  in  the  turns  of  the  pipe 
line  The  ashes  can  either  be  discharged  into  a  baffle  box, 
storage  bin,  car  or  other  receptacle.  Since  the  ashes 
tend  to  wear  the  pipe  turns,  special  fittings  are  provided 
\\  itli  renewable  faces  or  plates  made  of  special  wear-re 
sisting  metal. 

The  capacities  of  these  conveyors  are  limited  to  the 
amount  of  ashes  which  can  he  fed  to  a  single  opening, 
the  diameter  of  the  opening  usually  being  about  6  in.  or 
8  in.  They  cannot  be  successfully  used  with  a  steam  pres 
sure  lower  than  60  Ib.  per  sq.  in. 

Pneumatic  Conveyors 

Pneumatic  conveyors  are  air  suction  conveyors  which 
convey  the  materials  through  pipes.  The  suction  is  pro 
duced  by  an  exhauster  or  fan  which  partially  exhausts 
the  air  from  an  enclosed  tank  to  which  the  conveyor  pipes 
are  attached.  As  the  air  is  sucked  out  of  the  tank  a  cur 


rent  of  air,  which  has  sufficient  velocity  to  float  the  mate 
rial  to  be  conveyed,  is  produced  through  the  pipe  line. 

The  conveyor  pipes  are  provided  with  self-feeding  noz- 
xlos  usually  on  the  end  of  a  hose.  These  are  moved 
around  in  the  material  to  he  conveyed  and  suck  it  up  into 
the  conveyor  pipes  through  which  it  passes  to  the  suction 
tank  where,  under  the  reduced  pressure  in  the  larger  area, 
it  drops  into  the  storage  space.  From  here  it  may  be  blown 
to  other  storage  points  by  utilizing  the  air  blast  from  the 
discharge  side  of  the  exhauster  which  is  protected  by  a 
dust  collector. 

Pneumatic  conveyors  are  particularly  adapted  for  han 
dling  grain,  malt,  seeds,  cotton,  or  other  tine  bulk  materials 
which  are  not  sticky  or  fragile.  Fcrtili/er  materials,  fillers 
earth,  soda  ash,  cement,  food  products,  coal,  ashes,  starch 
and  wood  chips  may  be  mentioned  as  some  of  the  mate 
rials  handled  successfully  by  this  system. 

Probably  the  most  common  use  of  pneumatic  conveyors 
is  the  handling  of  grain-unloading  cars,  ships  and  barges 
and  rehandling  in  warehouses.  One  of  the  illustrations 
shows  clearly  the  flexibility  of  the  pneumatic  system  for 
car  unloading.  As  may  be  seen  the  main  duct  extends 
the  full  length  of  the  building  and  a  connection  can  be 
made  opposite  any  car.  The  siding  shown  in  the  illustra 
tion  closely  adjoins  the  building.  However,  this  is  not 
an  essential  with  these  systems  as  the  hose  lines  may 
easily  be  extended  to  reach  remote  tracks.  It  should  also 
lie  noted  that  the  car  unloading  may  be  accomplished  with 
out  the  removal  of  the  grain  doors. 

Another  of  the  illustrations  shows  the  application  of  the 
pneumatic  conveyor  to  warehouse  service  re-handling  grain. 
This  system  permits  one  conveyor  to  serve  both  the  first 
and  second  floors  without  interference  with  teams  or  truck 
ing.  A  third  illustration  shows  a  typical  installation  for 
handling  ashes. 


Handling  Ashes 


Pneumatic    Station   for   Unloading   Grain   Cars 


A  Warehouse  Application 


Pneumatic  Conveyor  Inside  a  Car 


432 


CONVEYORS   AND    ELEVATORS    FOR   LOOSE   MATERIAL 


These  systems  are  equally  efficient   in  the  unloading  of 

vessels  and  admit  of  easy  adjustment  for  tidal  variations. 

One  of   the   important   features   of  these   systems   is   the 


elimination  of  dust.  For  this  reason  pneumatic  conveyors 
are  especially  desirable  for  handling  material  like  soda 
ash,  the  dust  of  which  is  most  irritating  to  human  beings. 


Portable  Central  Station 


Unloading  Copra  from  a  Ship 


Portable  Loaders 


A  number  of  years  ago  certain  coal  dealers  thought  that 
some  form  of  portable  elevator  for  loading  coal  from  ground 
storage  to  wagons  would  be  of  value  to  them  as  a  labor 
saving  device.  One  or  two  dealers  went  so  far  as  to  build 
machines  of  this  type,  the  first  machine  being  rather  clumsy 
and  expensive.  One  of  the  first  of  these  machines  used  a 
vertical  gravity  discharge  elevator,  driven  by  a  steam  engine 
receiving  steam  from  a  small  vertical  boiler,  the  engine  and 
boiler  being  mounted  on  the  truck  with  the  elevator,  and  the 
machine  being  self-propelled.  This  machine  was  used  for 
several  years,  but  was  too  clumsy  and  too  heavy  to  be  easily 
handled. 

From  time  to  time  other  dealers  figured  on  using  similar 
machines,  but  usually  discarded  the  idea  because  of  the  ex 
pense.  Most  of  these  designs  were  for  self-propelled  ma 
chines.  Later  on  one  or  two  coal  dealers  purchased  the 
necessary  machinery  and  built  home-made  centrifugal  dis 
charge  elevators,  set  at  a  considerable  incline,  and  mounted 
on  wooden  framework  carried  by  ordinary  wagon  wheels. 
These  machines  were  not  designed  to  be  self-propelling,  and 
since  they  were  less  expensive  and  were  effective  for  the 
work,  especially  in  handling  run-of-mine  soft  coal,  a  demand 
was  created  for  this  design  and  it  was  developed  still  fur 
ther,  steel  frames  being  substituted  for  the  wooden  frames 
and  steel  agricultural  type  wheels  for  the  wagon  wheels. 
These  machines  proved  successful  and  quite  a  number  of 
them  were  built.  They  were  equipped  with  large  buckets 
and  since  they  were  fairly  heavy,  they  were  not  easy  to 
move  from  one  pile  to  another,  but  were  especially  adapted 
to  cases  where  quite  a  large  amount  of  one  kind  of  coal 
was  handled,  for  instance,  run-of-mine  bituminous  coal  or 
small  anthracite  steam  coal. 

Where  the  service  required  was  for  handling  several  dif 
ferent  sizes  or  kinds  of  sized  anthracite  coal,  it  soon  devel 
oped  that  lighter  machines  more  easily  portable  would  be 
more  efficient  and  save  a  greater  amount  of  labor.  To  meet 
this  demand  lighter  machines  were  developed,  the  elevators 
being  placed  more  nearly  vertical  so  as  to  reduce  the  length 
required  to  elevate  the  coal  to  the  proper  height ;  since  these 
machines  were  designed  principally  for  handling  sized  an 
thracite  coal  they  were  fitted  with  chutes  with  interchange 
able  screens  for  screening  out  the  under-sized  coal  as  it  was 
delivered  to  the  wagons.  The  screenings  fell  into  dust  hop 
pers  underneath  the  screen,  these  dust  hoppers  being  ar 


ranged  with  a  chute  and  gate  so  that  the  screenings  could  be 
drawn  off  into  wheelbarrows.  Where  electricity  was  avail 
able  these  machines  were  usually  driven  by  electric  motors, 
though  a  great  number  of  them  were  operated  by  gasoline 
engines. 

From  these  beginnings  the  portable  loader  business  has 
grown  to  large  proportions.  The  machines  have  proved  to  be 
great  labor  savers,  and  have  served  to  largely  reduce  the 
idle  time  of  teams  and  trucks,  since  the  time  required  for 
loading  a  ton  of  coal  by  hand  shoveling  is  usually  in  the 
neighborhood  of  15  minutes,  in  addition  to  this  when  the  coal 
has  to  be  screened  this  is  another  operation  requiring  more 
labor.  With  a  portable  loader  the  time  required  for  loading 
a  ton  of  coal  is  ordinarily  from  one  to  three  minutes,  the 
screening  being  accomplished  automatically  at  the  same  time 
as  the  coal  is  loaded.  With  labor  conditions  as  they  are  to 
day,  and  with  the  operation  of  large  and  expensive  trucks, 
which  must  be  kept  moving  if  they  are  to  pay  a  good  return 
on  the  investment,  portable  loaders  have  proved  a  valu 
able  addition  to  the  modern  methods  of  handling  coal,  sand, 
gravel,  crushed  stone,  coke,  fertilizer  and  certain  other  ma 
terials. 

In  the  last  few  years  the  portable  belt  conveyors  have 
been  added  to  the  portable  bucket  elevator.  These  portable 
belt  conveyors,  of  course,  are  not  able  to  dig  material  from 
piles  as  the  bucket  machines  do,  but  they  have  the  advantage 
of  conveying  the  material  some  little  distance  from  the  load 
ing  point,  as  well  as  elevating  it,  and  being  able  to  discharge 
the  material  at  a  higher  level  than  is  customary  with  the 
bucket  machines.  They  are  thus  frequently  better  adapted 
to  piling  material  or  for  delivering  it  to  cars,  trucks  or  bins 
where  the  height  of  delivery  and  reach  of  the  bucket  ma 
chines  is  inadequate. 

They  can  also  be  used  in  combination  with  a  bucket  ma 
chine,  which  acts  as  a  digger  and  delivers  the  material  to  the 
portable  belt,  which  in  turn  conveys  it  to  the  desired  point 
or  spreads  it  over  a  certain  area.  The  two  machines  together 
make  a  flexible  combination,  since  the  portable  elevator  can, 
if  desired,  remain  at  a  fixed  point,  such  for  instance  as  when 
unloading  material  from  a  drop  bottom  railroad  car,  and  the 
portable  belt  conveyor  can  be  moved  around  so  as  to  spread 
the  material  over  a  large  area,  the  feeding  point  of  the  ma 
chine  being  kept  always  within  range  of  the  chute  from  the 
portable  elevator. 


PORTABLE  LOADERS 


433 


In  some  cases  two  or  more  portable  belt  conveyors  are 
used  together,  so  as  to  reach  to  a  greater  distance  or  cover 
a  larger  storage  area;  after  a  pile  of  material  is  partly 
formed  one  of  the  machines  is  sometimes  moved  up  onto 
the  pile,  so  that  the  material  which  is  fed  to  it  from  another 
machine  can  be  piled  to  a  still  greater  depth.  The  portable 
belt  conveyors  are  sometimes  fitted  with  wheels  on  which 
they  may  he  moved  around,  and  at  other  times  are  simply 
supported  on  the  ground  or  on  other  supports,  or  hung  from 
an  overhead  trolley. 

The  portable  bucket  elevators  might  be  classified  approxi 
mately  as  follows  : 

1— Light  single  chain  machines  with  comparatively  small 
buckets  for  handling  prepared  sixes  of  anthracite  coal  and 
bituminous  slack. 

—Moderate  weight,  double  chain  machines,  with  larger 
buckets  for  handling  prepared  sixes  of  anthracite  coal  and 
bituminous  slack,  or  even  run-of-mine  bituminous  where 
there  are  not  too  many  large  lumps. 

3— Heavy  double  strand  machines,  with  large  buckets,  for 
handling  anthracite  or  bituminous  coal  and  having  a  capacity 
ul  one  ton  or  more  per  minute. 

Where  a  machine  is  to  be  used  for  handling  sand,  gravel, 
coke  or  other  abrasive  materials,  special  types  of  chains, 
usually  the  steel  bushed  malleable  type,  are  used  better  to 
withstand  the  wearing  action  of  the  abrasive  material. 

The  next  step  is  the  self-propelled  machine,  in  which  the 
motor  or  engine  is  geared  to  the  truck  wheels  so  as  to  propel 
the  machine  by  its  own  power.  This  is  advantageous  with 
the  heavy  high  capacity  machines,  but  the  smaller  machines 
arc  seldom  made  self-propelling. 

Several  different  types  of  screens  are  used  with  the  anthra 
cite  loaders,   and  screens  are  occasionally  used  for  some  other 
materials.     The  simplest   form  is  the  plain  gravity  screen, 
in  which  the  screen  plate  is  set  at  a  sufficient  angle  so  that 
the  coal  flows  over  it  by  gravity.    This  type  of  screen,  how 
ever,   has   two  disadvantages.     ]t  must   be   set  at   such   an 
angle  that  any  sixe  coal  which  is  handled  over  it  will  always 
flow  by  gravity,  in  whatever  condition  it  may  be  in,  whether 
wet   or  dry.    With  a  chute  set  at  this  comparatively  steep 
angle,  which  angle  is  ordinarily  fixed,  the  coal  is  apt  to  flow 
over  the  screen  rapidly,  especially  the  larger  sixes,  so  that  the 
screening  is  not  efficient,  more  or  less  of  the  under-sized  coal 
passing  over  the  screen  instead  of  going  through  it.     The 
velocity  imparted  to  the  coal  in  flowing  over  the  steep  angle 
screen  tends  to  cause  breakage  when  the  coal  strikes  against 
the  other  coal  in  the  wagon,  truck  or  pile  to  which  it  is  being 
delivered.     The  capacity  of  a  gravity   screen   is  also  quite 
limited,  since  the  coal  must  be  spread  out  in  a  thin  layer  over 
the  screen,   if  the   under-sized  coal  is  to  be  efficiently   re 
moved.     The   smaller   the   screen,    therefore,   or   the    more 
rapidly   the    coal    is    passed    over   it   the    less    efficient    the 
screening. 

The  shaking  screen  can  be  set  at  a  lower  angle,  since  the 
movement  of  the  coal  over  the  screen  is  not  dependent  upon 
gravity,  but  is  helped  along  by  the  upward  and  forward 
movement  of  the  screen,  this  movement  being  similar  to 
that  of  the  reciprocating  trough  conveyor.  With  a  shaking 
screen  set  at  a  comparatively  low  angle,  the  different  sizes 
of  coal  move  over  it  at  approximately  the  same  rate  of 
travel,  and  since  the  coal  is  constantly  agitated  on  the  screen, 
it  is  spread  evenly  over  it  and  is  rolled  over  and  over  so 
that  the  screening  is  efficient.  The  shaking  motion  is  pro 
vided  by  an  eccentric  driven  by  power  obtained  from  the 
motor  or  engine. 

Rotary  screens  have  also  been  used  to  a  certain  extent  on 
portable  elevators,  but  they  have  not  proved  as  simple  and 


efficient  as  the  shaking  screen,  and  since  they  arc  necessarily 
of  comparatively  small  sixe,  their  capacity  is  limited. 

Hand-Propelled  Type 

With  hand-propelled  portable  elevators,  the  usual  method 
oi  operation  is  to  move  the  machine  up  to  the  pile  so  that  the 
buckets  dip  into  the  lower  edge  of  it,  and  then  push  the 
material  up  to  the  buckets  by  hand  shoveling,  the  machine 
being  moved  from  time  to  time  as  the  pile  recedes.    The 
buckets  dig  up  the  material   from  the  pile,   but  after  they 
have  remo\cd   several  bucket  loads  from  one  point,  the    ma 
terial  is  out  of  their  reach  unless  it  is  pushed  over  to  them. 
As  a  matter  of  fact  this  feeding  the  material  to  the  foot  of 
the  machine  sounds  like  a  more  laborious  operation  than  it 
really  is,  since  the  depth  of  the  pile  increases  as  the  machine 
is  backed  toward  the  center  of  it,  so  that  it  is  more  a  case 
of  avalanching  the  material  down  to  the  buckets  or  pushing 
it  down  hill  towards  them  than  it  is  actual  shoveling  of  the 
material. 

A  number  of  schemes  have  been  devised  in  the  attempt  to 
eliminate  the  man  required  for  feeding  the  material  to  the 
foot  of  a  portable  loader.  The  only  really  efficient  method  is 
to  make  the  loader  self-propelling,  so  that  it  can  be  moved 
against  the  pile  by  its  own  power.  More  efficient  feeding  is 
obtained  by  making  the  elevator  swiveling  so  that  the  foot 
of  it  can  be  moved  around  in  an   arc  of  a   circle,  thereby 
sweeping  over  considerable  area  at  each  new  position  of  the 
loader.    A  great  deal  of  material  can  thus  be  loaded  before 
it  is  necessary  to  move  the  machine  to  a  new  position,  and 
when  it  is  necessary  to  move  back  a  wide  path  will  have  been 
cleaned  up,  thereby  allowing  easy  movement  of  the  machine. 
A  feeding  device  at  the  foot  of  a  portable  elevator,  even 
though  it  may  help  to  clean  up  a  little  larger  area  around 
the  foot  of  the  machine  before  it  is  necessary  to  move,  does 
not  as  a  rule  eliminate  the  man  required  for  helping  to  feed 
the  material  to  a  hand-propelled  machine,  and  if  the  machine 
is  self-propelled  no  feeding  device  is  necessary. 

Some  of  the  feeding  devices  and  methods  which  have  been 
devised  are  as  follows  : 

1— Small  scraper  flight  conveyor  attached  to  the  foot  of 
the  elevator,  and  arranged  so  that  the  other  end  of  it  can 
be  raised  and  lowered,  and  in  some  cases  arranged  to 
swivel  around  sideways. 

2— Mounting  the  elevator  on  a  sliding  platform  or  guides, 
so  that  the  elevator  can  be  moved  back  against  the  pile  by 
a  hand  operated  gear  without  moving  the  whole  machine. 

3 — Blades  or  paddles  mounted  on  the  foot  shaft  of  the 
elevator  which  is  extended  at  each  side,  these  paddles  being 
set  at  such  an  angle  that  they  tend,  as  they  revolve,  to 
sweep  the  material  over  sideways  towards  the  buckets. 

4— Anns  attached  to  vertical  shafts,  one  on  each  side  of 
the  foot  of  the  elevator,  these  vertical  shafts  being  driven 
by  gearing  from  the  elevator  foot  shaft  and  cranks,  the 
moving  arms  push  the  material  in  from  each  side  towards  the 
buckets. 

5 — Circular  revolving  plates,  mounted  on  vertical  shafts, 
one  on  each  side  of  the  foot  of  the  elevator,  these  serving 
to  push  the  material  in  towards  the  buckets. 

These  feeding  devices  all  tend  to  help  feed  the  material 
to  the  foot  of  the  elevator,  but  they  do  not.  as  a  rule,  entirely 
eliminate  any  of  the  men  required  for  the  operation  of  the 
machine.  Feeding  attachments  are  not  required  with  self- 
propelled  machines  equipped  with  a  swiveling  device. 

Portable  Bucket  Loaders 


\\  here  the  loader  is  to  be  moved  around  in  places  where 
the  headroom   is   limited,   a   machine   of  the   collapsible   or 


434 


CONVEYORS   AND   ELEVATORS   FOR   LOOSE    MATERIAL 


Types  of  Portable  Bucket  Loaders:    (1)   Rotary  Disk  Feeder;     (2)    Collapsible  Type  with  Creeper  Traction;     (3)    Bag 
Loader;     U)   Rotary  Motion   Increases   Digging   Area;     (5)  Hand  Propelled  Fertilizer  Loader;    (6)  Self  Propelled  Swiv- 

eling  Loader  with  Pivoted  Chute;    (7)  Collapsible  Type  Loader 


PORTABLE  LOADERS 


435 


folding  type  should  be  used.  The  collapsible  machines  have 
the  elevator  frame  pivoted,  so  that  the  head  of  the  elevator 
can  be  lowered  when  passing  under  an  obstruction,  for  in 
stance,  when  moving  underneath  a  trestle  or  a  shed  roof. 
The  collapsing  movement  is  usually  accomplished  by  a  cable, 
winding  on  a  drum,  the  drum  being  operated  by  a  hand 
wheel  working  through  a  worm  gear,  the  drum  is  held  sta 
tionary  in  any  position  by  the  worm  wheel. 

For  bagging  coal,  special  low  loaders  have  been  designed 
with  bagging  attachments  fitted  to  the  end  of  the  screen 
chutes.  These  bagging  loaders  are  frequently  fitted  with  the 
scraper  flight  conveyor  feeder,  operated  from  the  front  of  the 
machine  by  the  man  who  is  doing  the  bagging.  These  feed 
ing  conveyors  are  more  useful  on  the  bagging  loaders  than 
on  any  other  loaders,  since  they  can  he  used  to  control  the 
rate  at  which  the  coal  is  delivered  to  the  bags,  the  operator 
lowering  the  feeder  slightly  as  he  fills  each  bag,  and  stopping 
the  movement  and  therefore  the  feed  of  the  coal  when  the 
bag  is  filled. 

Another  method  of  bagging  coal,  when  using  a  loader,  is 
to  use  a  portable  bagging  hopper  with  the  loader,  this  port 
able  bagging  hopper  having  a  chute  at  the  lower  end  fitted 
with  a  bagging  attachment.  The  operator  uses  the  loader  to 
fill  the  hopper,  and  then  bags  the  coal  or  a  second  operator 
feeds  the  loader  and  keeps  the  hopper  filled  while  the  first 
operator  does  the  bagging. 

When  loading  materials  which  are  hard  to  dig,  such  as 
crushed  stone,  fertilizer,  coke,  etc.,  buckets  with  teeth  or 
digging  prongs  are  used,  these  teeth  or  prongs  cutting  into 
the  material  more  effectively  than  a  plain  bucket. 

Portable  loaders  are  usually  driven  either  by  an  electric 
motor  or  gasoline  engine.  The  great  majority  of  them  use 
electric  motors,  since  they  are  easy  to  operate  and  less 
likely  to  need  attention.  The  feed  wires  for  the 
motors  are  usually  run  to  a  number  of  convenient  points,  and 
sockets  for  plugs  located  at  these  points.  The  connection  be 
tween  these  points  and  the  motor  is  usually  made  by  a  flexible 
cable,  with  a  plug  the  end  which  can  be  inserted  into  any 
one  of  the  sockets. 

Specifications  for  Portable  Bucket  Elevators 

Buckets.  The  standard  type  A  malleable  iron  buck 
ets  are  ordinarily  used  on  portable  elevators ;  in  some  cases 
type  B  malleable  iron  buckets  are  used,  and  on  a  few  ma 
chines  continuous  steel  buckets  are  employed.  Various  types 
of  digging  prongs  and  teeth  are  attached  to  the  buckets  for 
handling  materials  that  are  difficult  to  dig.  Buckets  with 
reinforced  digging  edges  are  used  for  materials  which  are 
apt  to  cause  rapid  wear  on  the  cutting  edges  of  the  buckets. 

Chains.  With  small  buckets  for  light  service,  a  sin 
gle  strand  of  chain  is  used,  but  most  loaders  use  two  strands 
of  chain.  For  handling  coal  and  other  materials  which 
an-  not  abrasive,  the  chains  generally  used  are  the  standard 
detachable  type,  the  combination  chains  and  pintle  chains. 
For  abrasive  materials  the  Ley  type  steel  bushed  malleable 
iron  chain  is  ordinarily  used. 

The  chains  are  usually  provided  with  lugs  for  attaching 
direct  to  the  backs  of  the  buckets,  though  in  some  cases 
plates  have  been  attached  to  the  backs  of  the  buckets  and 
the  chains  have  been  attached  to  the  ends  of  these  plates 
so  as  to  keep  them  entirely  away  from  the  buckets.  Rollers 
attached  to  the  ends  of  the  buckets  have  been  used  to  sup 
port  the  buckets  on  the  up  and  down  runs,  these  rollers 
traveling  up  and  down  on  steel  tracks. 

Chain  Speeds.  For  handling  coal  or  other  material 
where  breakage  is  objectionable,  the  chain  speed  should  be 
kept  as  low  as  possible  and  still  give  a  good  clean  discharge 


of  the  material  from  the  buckets  into  the  chute.  In  any 
case  it  is  better  to  keep  the  chain  speeds  low  so  as  to 
minimize  the  jar  and  vibration  of  the  machine  caused  by 
the  digging  of  the  material.  The  chain  speeds  usually  range 
somewhere  between  105  ft.  and  135  ft.  per  min. 

Capacity.  The  coal  loaders  usually  range  in  capacity 
from  about  one-third  ton  per  minute  to  one  ton  per  minute, 
the  buckets  ranging  from  12  in.  by  6  in.  to  18  in.  by 
8  in.,  style  A.  The  most  used  size  of  loader  for  handling 
sized  anthracite  coal  will  load  at  the  rate  of  about  one-half 
ton  per  minute,  this  being  about  as  rapid  a  rate  as  is  prac 
tical  with  the  proper  screening  of  the  coal.  Capacities  of 
machines  for  other  materials  are  similar  in  volume,  that 
is  from  about  13  cu.  ft.  to  40  cu.  ft.  per  min.,  the  tonnage, 
of  course,  depending  upon  the  weight  of  the  material. 

Frames.  The  frames  of  the  machine  are  usually  built 
of  standard  structural  steel  shapes  and  steel  plates.  With 
a  collapsible  machine  the  elevator  frame  is  separate  from 
the  truck  frame,  so  that  it  can  rotate  around  the  pivot  point. 
In  some  of  the  other  machines  the  elevator  frame  is  also 
separate  from  the  truck  frame  and  is  pivoted  at  the  head, 
so  that  the  clearance  between  the  ground  level  and  the 
buckets,  as  they  pass  around  the  foot  wheel,  may  be  ad 
justed.  There  is  usually  a  spill  apron  underneath  the  return 
buckets  to  catch  any  material  which  is  not  discharged  into 
the  chute  at  the  head,  and  to  keep  the  buckets  from  sagging 
too  far.  The  motor  or  engine  and  part  of  the  driving 
machinery  is  usually  enclosed  in  a  box  made  of  steel  plates. 

Trucks.  For  the  hand-propelled  machines,  it  is  a  dis 
tinct  advantage  to  have  the  main  supporting  wheels  quite 
large  in  diameter,  so  that  they  will  be  easier  to  move  over 
the  rough  ground  or  obstructions.  These  wheels  are,  there 
fore,  from  3  ft.  to  5  ft.  in  diameter.  The  front  wheels  of 
the  hand-propelled  machine  are  usually  not  over  2  ft.  in 
diameter,  the  axle  being  made  swiveling  and  fitted  with  a 
tongue  to  aid  in  moving  the  machine.  This  tongue  is 
usually  removable  so  that  it  will  not  be  in  the  way  when 
the  machine  is  in  operation. 

The  front  and  rear  wheels  of  the  self-propelled  machines 
are  usually  about  the  same  diameter,  since  the  smaller  wheels 
do  not  require  so  much  speed  reducing  gearing  as  the  larger 
ones.  For  the  heavier  machines  the  treads  of  these  wheels 
are  sometimes  as  wide  as  10  in.  in  order  better  to  support 
the  weight  without  cutting  into  soft  ground.  The  driving 
wheels  are  usually  fitted  with  cleats  for  better  traction.  The 
machines  are  sometimes  mounted  on  track-laying  type  trucks 
when  used  on  soft  ground,  as  when  digging  into  a  sand  bank. 

Motors  and  Engines.  The  motors  and  engines  usually 
range  from  2  hp.  in  the  small  machines  up  to  about  7yi  hp. 
and  even  10  hp.  in  the  larger  machines.  Some  of  the  larger 
machines  with  special  feeder  attachments  use  motors  as 
large  as  20  hp.  but  this  is  unusual.  The  motor  or  engine  is 
ordinarily  located  in  the  lower  part  of  the  frame  just  above 
the  truck  wheels.  A  pair  of  spur  gears  with  a  rawhide 
pinion  is  ordinarily  used  for  connecting  the  motor  with  the 
first  countershaft.  From  this  countershaft  there  is  generally 
a  chain  drive  to  a  second  countershaft ;  in  the  case  of  a 
collapsible  machine  there  is  a  pivot  shaft  and  from  this 
second  countershaft  there  is  another  chain  drive  to  the  head- 
shaft  of  the  machine.  One  of  the  driving  wheels  is  fitted 
with  a  friction  clutch,  so  that  the  machine  can  be  stopped 
and  started  without  stopping  the  engine  or  motor. 

With  the  self-propelled  machines  the  countershaft  next 
to  the  motor  is  connected  to  the  driving  wheels  by  spur 
gearing  and  a  chain  drive,  the  spur  gearing  giving  one  di 
rection  of  travel  and  the  chain  drive  the  opposite  movement, 
the  speed  reductions  being  arranged  to  give  the  desired 


436 


CONVEYORS   AND    ELEVATORS    FOR   LOOSE    MATERIAL 


Portable    Bucket    Loaders:     lit    Reclaiming    from    Storage;    (2)  Screening  and  Sizing;   (3)  Handling  Gravel;   (4)   Car  Un 
loading;    (5)    Digging   and   Loading;    (6)    A    Self-Feeder   Loading  a  Truck;    (7)    Storage   to  Truck;    (8)   Radial  Type  in 

Construction  Work 


PORTABLE   ELEVATORS 


437 


speeds  forward  and  back.  Friction  clutches  operated  by 
hand  levers  are  used  to  throw  in  the  gearing  for  the  for 
ward  or  reverse  movements ;  the  best  machines  are  equipped 
with  a  differential  in  the  rear  axle  similar  to  that  in  an 
automobile. 

Steering  Device.  The  steering  of  the  machine  is 
usually  controlled  by  a  lever  or  wheel,  the  front  wheels  of 
some  of  the  best  machines  having  steering  knuckles  similar 
to  standard  automobile  practice.  In  the  three-wheel  ma 
chines,  the  turning  of  the  single  wheel  is  controlled  by  a 
worm  and  worm  wlu-i-1  oprrati-d  by  a  hand  wheel  or  capstan. 

Speed.  The  usual  traveling  speeds  for  the  self-pro 
pelled  machines  are  in  the  neighborhood  of  75  ft.  per  min., 
though  speeds  as  high  as  140  ft.  per  min.  have  been  used. 
The  backward  speed  is  usually  in  the  neighborhood  of  25  ft. 
per  min.,  though  in  some  cases  a  much  lower  speed  than 
this  is  used,  some  machines  traveling  as  slow  as  4  ft.  per 
min.  for  working  into  the  pile  of  material. 

Weight.  The  weight  of  the  portable  elevator  usually 
runs  between  2,000  Ib.  and  8,000  Ib.  though  some  of  the 
smaller  machines  arc  even  a  little  under  2,000  Ib.  in  weight. 
Light  weight,  of  course,  tends  to  make  a  machine  more 
portable  when  it  is  hand-propelled,  but  if  it  is  made  too 
light  it  is  apt  to  be  too  much  subject  to  vibration,  and  will 
not  be  as  good  for  digging  into  a  pile  or  as  durable  as  a 
slightly  heavier  machine. 

General  Dimensions.  Most  portable  elevators  are 
used  for  loading  material  into  wagons  or  automobile  trucks, 
the  height  under  the  chute  varying  from  about  7  ft.  to  8  ft. 
or  a  little  over.  The  overall  height  of  these  machines  usually 
runs  from  about  11  ft.  to  13>i  ft-  or  14  ft.,  though  some 
machines  are  higher  than  this.  It  is  advisable  to  keep  the 
machine  as  low  in  height  as  possible,  and  still  have  the 
proper  distance  underneath  the  end  of  the  chute,  since  the 
machine  is  less  apt  to  be  top-heavy  and  does  not  require 
so  much  headroom  in  which  to  operate.  The  overall  width 
of  the  machine  is  usually  from  5  ft.  6  in.  to  7  ft.,  though 
some  of  the  machines  exceed  these  dimensions.  The  over 
all  length  from  the  rear  of  the  bucket  in  the  operating  posi 
tion  to  the  front  end  of  the  chute  is  usually  somewhere  be 
tween  11  ft.  and  16  ft.  or  17  ft.  Where  feeder  attachments 
are  used  this  overall  length  is,  of  course,  increased. 

Uses  of  Portable  Loaders 

Since  the  handling  of  coal  at  coal  yards  involves  the 
storing  and  loading  to  trucks  and  wagons  of  a  greater 
amount  of  material  than  any  other  industry,  the  coal  dealers 
arc  the  principal  users  of  portable  loaders.  The  rapidity 
with  which  the  portable  elevator  has  come  into  use  in  coal 
yards  is  the  greatest  argument  in  its  favor  as  a  labor-saving 
machine.  It  is  used  by  coal  dealers  principally  for  loading 
coal  from  ground  storage  to  wagons  and  trucks,  or  some 
times  to  small  cars.  It  is  also  used  for  unloading  coal  as  it 
is  discharged  from  the  bottom  doors  of  railroad  cars,  and 
delivering  to  wagons  or  trucks,  or  sometimes  direct  to 
storage  piles  or  bins.  On  account  of  the  short  reach  of 
the  portable  bucket  elevator,  and  because  standard  machines 
do  not  as  a  rule  have  a  height  of  more  than  about  8  ft. 
underneath  the  chute,  they  are  not  as  well  adapted  to  piling 
coal  or  delivering  to  bins  as  portable  belt  conveyors  with 
their  longer  reach  and  higher  delivery  point.  The  portable 
loader  has,  however,  the  advantage  over  the  belt  conveyor 
of  being  able  to  dig  the  coal. 

Portable  bucket  elevators  are  also  used  extensively  by  coal 
consumers  for  handling  from  ground  storage  piles  to  wagons, 
industrial  cars  or  trucks,  or  for  unloading  railroad  cars. 
They  can  also  be  used  to  dig  the  coal  and  deliver  it  to  a 


conveyor  system,  or  to  a  portable  belt  conveyor,  the  com 
bination  of  portable  bucket  elevator  and  portable  belt  con 
veyor  being  an  excellent  one  for  both  storing  and  reclaiming 
coal,  the  elevator  acting  as  the  digger  and  the  belt  conveyor 
as  the  distributor  or  loader.  Portable  elevators  are  also 
used  for  loading  coke,  sand,  gravel,  crushed  stone,  ashes, 
lime,  loose  earth,  chemicals,  fertilizer  and  various  industrial 
products. 

In  some  cases  they  are  used  for  digging  sand  or  gravel 
from  banks,  this,  however,  being  severe  service  and  requiring 
a  rugged,  heavy  machine.  The  ground  surface  over  which 
the  machine  has  to  travel  when  digging  into  a  bank  is  apt 
to  be  soft  and  uneven ;  the  standard  truck  wheels  are  not 
will  adapted  to  traveling  over  this  sort  of  a  surface,  and 
the  machine  is  apt  to  be  stalled.  The  track-laying  type  of 
traveler  is  more  suitable  for  this  service  and  by  using  the 
swiveling  type  of  machine  a  fairly  good  path  can  be  made 
by  the  machine  itself  as  it  moves.  Because  of  the  likelihood 
of  the  avalanching  of  the  material,  a  machine  having  the 
elevator  set  at  a  rather  low  angle  of  incline  is  more  suitable 
than  one  with  a  steep  angle,  since  it  has  a  longer  reach, 
thereby  making  it  possible  to  keep  the  main  part  of  the 
machine  farther  away  from  the  bank,  and  also  avoid  the 
necessity  of  driving  the  wagons  or  trucks  so  close  to  the 
bank. 

The  fertilizer  manufacturers  have  become  quite  extensive 
users  of  portable  loaders  because  of  the  large  amount  of 
material  which  has  to  be  handled  from  ground  storage. 
Since  some  of  the  fertilizer  materials  pack  quite  closely,  and 
are,  therefore,  hard  to  dig,  special  types  of  machines  have 
been  developed  for  this  purpose.  The  materials  are  usually 
delivered  to  wheelbarrows  or  low  cars  and  it  is  possible, 
without  making  the  height  of  the  machine  excessive,  to 
equip  it  with  loading  hoppers  with  gates  at  the  bottom,  so 
that  the  wheelbarrows  or  cars  can  be  quickly  loaded 
from  these  hoppers.  The  machine  can  thus  keep  on  work 
ing  and  loading  the  material  to  the  hopper,  without  regard 
to  whether  there  is  a  car  or  wheelbarrow  in  position  to  be 
loaded,  thereby  increasing  the  rate  of  handling. 

The  comparison  below  of  the  costs  of  loading,  and  the 
number  of  trips  possible  when  using  hand  labor  and  when 
using  a  portable  loader,  is  taken  from  the  catalog  of  a 
portable  loader  manufacturer. 

Comparison  of  cost  by  hand  labor  and  portable  loader  to  load 
5  cu.  yd.  of  broken  stone,  coke,  gravel,  sand,  coal,  etc.,  into  an  auto 
truck : 

HAND    LABOR 

Two   laborers,    45    minutes $  .S2l/2 

Loading  time   of  auto  truck,   45  minutes  at   $25    per  day   of 

10    hours     1.87/3 

Loading  cost  by  hand $2.40 

Loading    cost   by    machine 45  % 

Amount  saved   $1.94J4 

PORTABLE    LOADER. 

Two   laborers,   8    minutes $  .09 

Loading  time  of  auto  truck,  8  minutes  at  $25  per  day  of  10 

hours     32 

Power  consumed  at    ^c.    per  cu.   yd 02J4 

Oil,  grease  and  interest  on  investment. 02 


Loading  cost  by  machine $  .45  Yt 

Comparison    of   trips   in   loading   5    cu.    yd.    of  broken   stone,    etc., 
into  an  auto  truck   between   hand   labor  and  a  portable   loader: 

HAND    LABOR 

Time  to  load  truck   with  two  men 45  rains. 

Running   time    of   truck 30  mins. 


Round    trip    75  mini. 

Number  of  trips  in   10-hour  day 8 

PORTABLE    LOADER. 

Time  to  load  truck  with  two   men 8  mins. 

Running  time    of   truck 30  mint. 

Round    trip     33  min5. 

Xumber  of  trips  in  10-hour  day 16 


438 


CONVEYORS   AND   ELEVATORS   FOR   LOOSE   MATERIAL 


Types    of    Portable    Belt    Conveyors:     (1)    Troughing    Type  60  ft.  Span;   (2)   Self-Propelled  Snow  Loader;   (3)  Equipped 
with  Hooks  for  Attachment  to  Car  or  Elevated  Track;  (4)  Hand  Wheel  Height  Adjustment;  (5)  Equipped  with  Screening 

Hopper;  (6)  Scoop  Type 


PORTABLE  LOADERS 


439 


Applications  of  Portable   Belt  Conveyors:    (1)   Truck  Loadin:;   (2)   Coal  Storage;   (3)   Industrial  Car  Loading;    (41  Gravel. 
Pit;   (5)   Retail  Coal  Yard;   (6)  A  Unit  in  a  Conveyor  Line;    (7)   Car  Unloading;    (8)   Handling  Lumber 


440 


CONVEYORS   AND   ELEVATORS   FOR   LOOSE   MATERIAL 


Portable   Belt   Conveyors 

The  modern  portable  belt  conveyors  are  a  somewhat  later 
development  than  the  portable  elevators,  and  they  also 
have  come  into  use  quite  rapidly  for  storing  and  reclaiming 
various  materials,  especially  when  unloading  from  hopper- 
bottom  railroad  cars  to  ground  storage  piles.  They  are 
usually  built  with  small  foot  pulleys,  and,  when  unloading 
railroad  cars,  the  foot  of  the  machine  can  be  pushed  back 
far  enough  underneath  the  discharge  point  of  the  car  so 
that  the  material  will  flow  out  of  the  car  directly  on  to 
the  foot  of  the  belt. 

Portable  belt  conveyors  consist  of  a  woven  belt,  usually 
rubber  covered,  traveling  around  terminal  pulleys  at  each 
end,  and  supported  intermediately  either  by  idler  pulleys, 
steel  plates,  or  both.  Most  of  these  conveyors  use  flat  belts 
with  cleats  riveted  to  them  at  intervals,  to  make  it  possible 
to  carry  material  up  a  steeper  incline  than  would  otherwise 
be  possible,  and  with  steel  plate  side  guards  to  keep  the  ma 
terial  from  spilling  out  sidewise.  In  some  cases  troughing 
idlers  are  used  on  the  loaded  run,  but  the  troughing  or 
bending  of  the  belt  makes  the  use  of  cleats  on  the  belt  a 
more  difficult  problem,  and  without  the  cleats  the  maximum 
angle  of  incline  possible  is  limited  usually  to  about  20  deg. 
to  25  deg.,  depending  upon  the  material  being  conveyed. 

A  portable  belt  conveyor,  which  is  to  be  moved  on  a  floor 
or  on  the  ground,  is  equipped  with  two  truck  wheels  at  a 
point  somewhere  near  the  center,  so  that  the  machine  is 
very  nearly  balanced. 

When  it  is  to  be  moved  the  head  end  in  tilted  down  so  as 
to  raise  the  foot  off  of  the  ground,  and  bring  the  weight 
all  on  the  two  wheels  at  the  center.  It  can  then  be  moved 
around  at  will.  Most  machines  are  equipped  with  a  hoisting 
arrangement  for  changing  the  angle  of  incline  of  the  machine, 
so  that  the  different  heights  can  be  obtained  underneath  the 
discharge  point. 

Where  a  machine  is  to  be  seldom  moved,  the  wheels  are 
sometimes  omitted  and  it  is  supported  on  stationary  supports 
or  on  the  pile  of  material  itself,  or  it  is  sometimes  hung 
from  a  trolley  traveling  on  an  overhead  rail.  While  portable 
belt  conveyors  are  not  digging  machines,  since  the  foot  pul 
leys  are  small  and  the  foot  end  of  the  belt  comes  close  to 
the  ground,  it  is  easy  to  push  the  material  over  onto  the 
foot  of  the  belt. 

Specifications   for   Portable   Belt   Conveyors 

Belts.  Belts  used  for  portable  belt  conveyors  are 
ordinarily  standard  rubber  covered  conveyor  belts  with  an 
extra  thickness  of  rubber  on  the  carrying  side.  The  widths 
used  are  from  12  in.  to  24  in.  To  make  the  belt  capable 
of  carrying  material  up  a  steeper  angle,  cleats  are  fre 
quently  riveted  to  the  carrying  side.  These  cleats  are  some 
times  strips  of  belt;  sometimes  pieces  of  belt  are  bent  in 
the  shape  of  a  U,  and  riveted  10  the  belt  to  give  cleats  of 
considerable  height.  In  other  cases  steel  angles  are  used 
for  cleats,  one  leg  of  the  angle  being  riveted  to  the  belt. 
Cleats  are  ordinarily  used  only  with  flat  belts,  though  one 
or  two  manufacturers  attach  them  also  to  troughed  belts, 
the  cleats  in  such  cases  being  made  so  that  only  a  short 
section  is  attached  to  the  belt  at  the  center ;  the  outer  edges 


of  the  cleat  are  raised  slightly  above  the  belt  to  allow  for 
the  bending  or  troughing  of  the  belt. 

Pulleys.  Standard  belt  pulleys  are  used  at  head  and 
foot,  the  drive  pulley  being  at  the  head  and  the  foot  pulley 
being  as  small  as  it  is  feasible  to  make  it. 

Idlers  and  other  Belt  Supports.  Where  the  loaded 
run  is  supported  on  troughing  idlers,  these  idlers  can  be 
cither  of  the  uniroll  or  multiroll  type.  If  no  cleats  are  used 
the  return  run  of  the  belt  can  be  supported  on  return  idlers. 
For  flat  belts  with  cleats  the  belt  is  usually  allowed  to  ex 
tend  slightly  underneath  the  edges  of  the  side  guards,  and 
is  supported  on  the  loaded  run  principally  on  angle  guides 
underneath  the  edges  of  the  belt,  the  belt  sliding  on  these 
guides.  Rollers  are  also  used  at  intervals  to  take  part  of 
the  weight  of  the  belt  and  material.  As  a  rule  the  belt 
slides  back  on  angle  guides  which  support  the  edges. 

Frame.  The  frames  are  built  of  structural  steel 
shapes  and  plates,  and  are  made  as  light  as  is  consistent  with 
strength  and  rigidity  in  order  to  make  the  machine  as  port 
able  as  possible.  A  housing  for  the  motor  is  usually  built 
between  the  carrying  and  return  runs  of  belt  somewhere 
near  the  center  of  the  machine.  The  foot  of  the  machine- 
is  housed  in  at  the  sides  with  steel  or  cast  iron  plates,  or  a 
combination  of  the  two,  to  prevent  material  from  getting  on 
the  return  run  of  the  belt. 

Truck  Wheels.  The  truck  wheels  are  usually  of  the 
standard  agricultural  type,  and  for  the  adjustable  machines 
a  frame  is  attached  to  the  axle  and  a  hoisting  arrangement 
is  fitted  to  this  frame ;  one  type  has  small  steel  cables  which 
travel  over  shaves  and  wind  on  small  drums  which  are 
operated  by  a  hand  wheel. 

Driving  Machinery.  These  machines  are  operated 
either  by  electric  motors  or  small  gasoline  engines,  the  motor 
or  engine  and  part  of  the  gearing  being  housed  in,  as  pre 
viously  described.  The  motor  or  engine  is  usually  connected 
to  a  countershaft  by  spur  gearing,  and  chain  drives  are  used 
to  connect  up  to  the  head  shaft  of  the  machine.  The  motors 
or  engines  vary  in  horsepower  from  1J4  hp.  for  the  smaller 
machines  up  to  ll/2  hp.,  or  sometimes  even  more,  for  the 
larger  and  longer  machines. 

Belt  Widths,  Speeds  and  Capacities.  The  belt  widths 
ordinarily  used  are  from  12  in.  to  24  in.  The  smaller 
machines  have  a  capacity  of  approximately  one-half  ton  of 
coal  a  minute,  and  the  large  machines  as  high  as  two  tons 
of  coal  per  minute,  this  capacity,  of  course,  depending  upon 
the  belt  speed  used.  The  belt  speeds  ordinarily  range  some 
where  between  ISO  ft.  and  250  ft.  per  min. 

Lengths  and  Weights.  The  machines  most  used  have 
a  length  of  about  25  ft.,  center  to  center  of  head  and  foot 
pulleys,  though  they  are  made  in  lengths  as  short  as  12  ft. 
and  as  long  as  60  ft.  The  weights  of  the  same  lengths  of 
machines  vary  considerably,  some  machines  being  made  very 
light  with  the  idea  of  easy  portability,  and  other  machines 
being  made  heavier  so  as  to  give  longer  service  without 
racking  themselves  to  pieces.  The  weights  of  the  25  ft. 
machines  with  16  in.  or  18  in.  width  belts  probably  vary 
as  a  rule  between  2,000  Ib.  and  3,000  Ib.  for  the  complete  ma 
chine.  A  12  ft.  machine  with  a  12  in.  belt  could  be  built 
as  light  at  750  Ib.  and  a  60  ft.  machine  with  an  18  in.  belt, 
would  weigh  in  the  neighborhood  of  5.800  Ib. 


CONVEYING  MACHINERY  DETAILS 


A  Treatise  Describing  and   Illustrating  the   Mechanical 

Details  of  Construction  of  Continuous  Elevators 

and  Conveyors  Used  in  Handling  Both 

Packed  and  Loose  Materials 


By 

P.  R.  HOOPES 

Consulting  Engineer;  Associate  Member,  American  Society  of  Mechanical  Engineers 

Assisted  by 

W.  T.  SPIVEY 

Consulting  Engineer;  Associate  Member,  American  Society  of  Mechanical  Engineers; 
Member,  Society  of  Terminal  Engineers 


'•        «      • 


Conveyor  Details 


CONVEYING  MACHINERY  is  very  largely  built  up  of  stand 
ard  detail  parts  which  have  heen  developed  exclu 
sively  for  this  purpose.  The  invention  of  detachable 
link  chain  by  \Y.  1).  Kwart  in  1S73  gave  tremendous 
impetus  to  the  use  of  conveying  equipment  and  created  a 
demand  for  the  auxiliary  parts  used  in  connection  with 
chain  type  conveyors.  Similarly  the  perfection  of  a  sat 
isfactory  rubber  conveyor  licit  established  this  type  of 
equipment  and  called  for  the  development  of  belt  conveyor 
idlers,  trippers,  and  the  like,  to  satisfy  the  growing  need 
for  the  special  parts  required  to  construct  these  conveyors. 


Much  ingenuity  has  been  displayed  in  the  development  of 
special  aprons  for  unusual  uses.  Special  cleats,  arms  or 
cradles  are  sometimes  applied  to  the  slats  to  adapt  them 
to  handling  packages  of  awkward  shape,  or  to  prevent  the 
articles  carried  from  sliding  or  rolling  when  the  apron  is 
used  on  an  inclined  conveyor. 

For  light  but  reasonably  bulky  merchandise,  rectangular 
wood  or  structural  steel  channels,  angles  or  pressed  steel 
slats  are  attached  to  the  strands  of  the  chain  at  intervals 
(Fig.  1).  Hard  maple  is  the  wood  best  suited  for  use  as 
slats.  The  slats  must  be  close  enough  together  to  insure 


With    the    experience    gained    on    these    simpler    devices,      that  the   packages   will   not   drop   between   them   nor   catch 


and  a  continuous  development  of  new  types,  the  manu 
facturers  have  built  up  an  extensive  line  of  standardized 
parts  with  which  to  meet  the  requirements  of  the  most 
diversified  practice.  Today 
there  arc  available  for  the 
designer  of  conveying  ma 
chinery  dozens  of  types  of 
chain,  each  suited  to  certain 
specific  purposes,  thousands 
of  attachment  links,  innu 
merable  take-ups,  driving 
mechanisms,  bearing  boxes, 
buckets,  flights,  aprons,  and 
many  other  elements  which 
go  to  make  up  modern 
automatic  material  handling 
machinery.  In  fact,  the 
number  of  parts  is  so  large 
as  to  increase  the  demand 
for  care  in  their  selection 
and  use,  to  tit  the  work  to 
be  done. 

No  attempt  is  here  made  to  show  all  details  of  every 
type  of  equipment  in  successful  use,  but  merely  to  cover 
the  ground  in  a  general  way  so  as  to  give  to  the  user 
of  such  machinery  a  view  of  the  most  important  elements 
approved  by  modern  practice. 

Aprons 

An  apron  is  a  practically  continuous  carrying  surface 
made  up  of  wood  or  steel  slats  carried  by  one  or  two 
strands  of  chain  and  forming  in  effect  a  moving  table. 
Aprons  are  used  for  the  heaviest  service,  such  as  ore 
handling,  as  well  as  for  comparatively  light  duty  in  con 
veying  small  packages.  A  great  many  different  styles  and 
modifications  of  aprons  are  in  use  to  meet  the  various 


Aprons;  Arms. 

Bearing  Boxes;  Belts;  Boots;  Brushes;  Buckets. 

Cable     Conveyors;     Carriers;     Chains;     Chain 

Attachments. 
Drives. 
Flights. 

Gravity  Roller  Conveyors. 
Idlers. 

Pulleys;  Push  Bars. 
Releases. 
Screw    Conveyors;    Spiral    Chutes;    Sprockets; 

Stops;     Take      Ups;      Tighteners;      Trays; 

Troughs. 


at  the  point  where  the  chains  pass  around  the  sprockets. 
Aprons  with  open  spacing  should  not  be  used  when  it  is 
desired  to  discharge  the  material  with  sweep  diverters  at 

points  along  the  conveyor, 
as  there  is  danger  of  the 
packages  catching  in  open 
ings  between  the  slats. 

A     continuous    wooden 
apron    (Fig.  2)    is  made   up 
of   slats    set   close   together. 
This  type  of  construction  is 
very    widely    employed    for 
handling    heavy    miscellane 
ous  packages.    The  slats  are 
usually    attached     to     roller 
chains    which    run    in    steel 
guides.       By      running     the. 
chain   in   guides   upward   or 
downward     curves     can     be 
made    in    the    path    of    the 
apron,    thus    adapting    it    to 
many  purposes   where  com 
binations    of    horizontal    and    inclined    runs    are    required. 
Ordinary  packages  can  be  easily  diverted,  from  conveyors 
with   properly   designed    slats    set   close   together,   with   an 
adjustable  sweep  at  any  point  along  the  run. 

Cleats  of  wood  or  metal  are  commonly  used  on  inclined 
apron  conveyors  (Fig.  3).  These  are  absolutely  necessary 
if  the  angle  of  incline  is  sufficiently  steep  to  offer  any 
possibility  of  the  material  sliding  or  rolling  backward. 
The  limit  of  height  of  these  cleats  or  arms  is  the  tendency 
to  turn  backward  under  the  ascending  load. 

For  long  heavy  duty  apron  conveyors,  wood  slats  can 
be  fastened  to  malleable  iron  or  steel  chain  not  fitted  with 
rollers  (Fig.  4).  In  this  construction  large  plain  or 
Hanged  wheels  are  fastened  at  intervals  to  the  ends  of  the 


Figs.  1   and  2 
conditions    of   practice,    those    of    wood    being    particularly 


Figs.   3   and  4 

slats,   the   rollers   serving  to  guide  and   support   the   apron 


adapted    to    handling    packed    material    or    bulky    articles,      while   the  chain   merely  transmits   the   driving  pull   to   the 


while  the  steel  pan  type  aprons  are  especially  applicable  to 
heavy   loose   material,   to   severe   conditions   of   heat   as   in 


load.     This  arrangement  is  used  very  largely  on  portable 
conveyors  and  piling  machines  of  the  chain  and  apron  type 


lehrs   or  annealing  furnaces,  or  to   other   rigorous   service      as  it  is  of  lighter  construction  and  requires  less  power  for 
where    wood    is    structurally    unsuited    to    the    conditions.      driving  on  account  of  the  larger  wheels.     It  is  also  much 


•443 


444 


CONVEYOR  DETAILS 


used  on  stationary  installations.     This  is  commonly  known 
as  the  roller  carriage  type. 

Steel  aprons  (Fig.  5)  are  used  for  handling  heavy  bulk 
or  packed  material  and  various  types  of  steel  slats  are 
available  to  meet  the  usual  conditions  of  service.  Plain 
slats,  either  flat  (A)  or  convex  (B)  are  satisfactory  for 
coarse  material  which  will  not  drop  between  them.  For 
moderate  duty  in  handling  sized  materials,  plain  overlapping 
slats  are  arranged  shingle  fashion  (C),  for  lehrs  the  single 
curve  slat  (D)  is  useful,  while  for  line  and  coarse  material 
of  all  kinds  a  beaded  overlapping  slat  will  usually  be 
required.  Of  the  beaded  types  (E)  is  probably  the  most 
common,  while  (F)  is  particularly  useful  on  inclined 
conveyors  handling  friable  material  as  it  gives  a  smooth 
and  easy  discharge  at  the  end.  Modifications  of  (E)  are 
shown  at  (G)  and  (H),  the  former  approaching  the 
bucket  conveyor  in  shape  and  being  useful  for  steep 


C 


Fig.  5 

inclined  conveyors  handling  fine  material,  while  the  latter 
can  be  applied  to  horizontal  or  slightly  inclined  runs.  The 
beaded  types  of  steel  slats  are  necessarily  stiffer  than  the 
plain  ones,  as  the  beads  act  as  re-enforcements  and  prevent 
tuckling. 
For  light  duty,  narrow  plain  or  overlapping  steel  slats 


Figs.   6    and    7 

are  carried  by  a  single  strand  of  chain  (Fig.  6).  The 
ends  of  the  slats  thus  supported  may  be  turned  up,  as 
shown,  to  prevent  the  material  from  rolling  off. 

For  heavier  work  and  wider  slats  two  strands  of  chain 
are  required  (Fig.  7).  These  can  be  located  beneath  the 
slats,  thus  affording  a  certain  amount  of  protection  to  the 
chain  and  giving  a  smooth  continuous  surface  to  the  apron. 
On  the  return  run,  the  slats  are  supported  by  and  rub  on 
steel  tracks. 

The    beaded    slats    are    carried   between   two    strands    of 


Figs.  8  and  9 

roller  chain  (Fig.  8).  For  correct  action  of  this  type  of 
apron  it  is  necessary  that  the  center  of  the  bead  radius 
be  on  a  line  with  the  center  of  the  chain  roller  and  that 
the  distance  between  adjacent  beads  be  equal  to  the  pitch 
of  the  chain. 

Very    heavy    steel    apron    conveyors    are    provided    with 
long  and  wide  beaded  slats  carried  by  long  pitch  steel  roller 


chain  (Fig.  9).  To  furnish  the  maximum  carrying  capacity 
for  loose  material,  retaining  ends  are  used,  but  for  mer 
chandise  these  are  not  required. 

For  very  heavy  abrasive  material  cast  steel  slats  with 
the  chain  links  cast  integral  are  used.  This  interesting 
construction  is  a  comparatively  recent  development  and  is 
applied  only  for  the  most  extreme  service  on  conveyors 
and  feeders  handling  ore,  hot  ingots  or  the  like.  Cast 
iron  and  malleable  iron  slats  are  occasionally  used  for 
handling  ashes,  coke,  and  like  abrasive  substances. 

Arms 

Elevator  arms  are  used  for  handling  barrels,  boxes,  bags 
and  rolls  of  all  kinds,  either  vertically  or  on  a  steep  incline. 
The  arms  are  carried  by  one  or  more  strands  of  chain,  . 
preferably  two  strands,  unless  side  guides  are  used,  from 
which  they  overhang  in  cantilever  form,  and  are  supported 
from  below  by  knee  braces.  They  may  be  of  solid  or 
finger  construction  so  designed  as  to  be  loaded  by  hand 
or  to  receive  the  loads  from  loading  fingers  or  stations. 


Figs.   10   and    11 

The  braces  are  bars  pivoted  to  the  chain  at  one  end 
and  to  the  arm  at  the  other.  They  are  usually  made  solid, 
but  the  spring  cushioned  brace  (Fig.  10)  can  be  used  to 
relieve  the  sudden  shock  which  comes  upon  the  chain  and 
arms  when  a  load  is  picked  up. 

Single  rigid  arms  (Fig.  11)  will  receive  the  load  only 
on  the  upward  moving  side  of  the  elevator  and  will  dis 
charge  only  over  the  head  shaft,  except  that  in  certain 
special  types  of  elevators,  rigid  arms  may  lie  arranged 
to  discharge  on  the  "up"  side.  In  rare  cases  these  arms 
have  been  used  on  s^mi-automatic  lowering  machines,  in 
which  case  they  are  generally  loaded  by  hand. 


Figs.   12,    13    and    14 

Double  rigid  arms  (Fig.  12)  will  automatically  pick  up 
the  load  at  any  floor  and  discharge  it  at  the  top,  and 
they  can  also  be  loaded  by  hand  on  the  descending  side 
of  the  machine  and  will  lower  the  load  and  discharge  it 
automatically  at  any  floor  below.  Arms  of  this  type  form 
their  own  braces. 

Tilting  curved  arms  (Fig.  13)  will  receive  and  discharge 
only  when  going  up.  The  tilting  or  self-dumping  arms 
are  operated  by  lugs  which  engage  the  ends  of  the  arms, 
causing  them  to  tilt  forward  and  discharge  the  load  at 
the  desired  point  in  the  upward  travel. 

A  combination  of  tilting  and  rigid  arms  (Fig.  14)  will 
receive  and  discharge  certain,  easily  loaded  packages  at 
any  point  when  going  either  up  or  down. 

Another  type  of  combination  tilting  and  rigid  curved 
arms  (Fig.  15)  is  operated  by  adjustable  cams  which  tip 
the  arms  through  a  system  of  links.  This  design  is  in 
tended  to  afford  a  particularly  gentle  discharge  for 
barrels  and  sacks,  and  like  the  preceding  type,  can  be 


BEARING   BOXES  AND   BELTS 


445 


loaded  and  discharged  at  any  floor.     This  type  is  generally 
carried  by  a  single  strand  of  chain,  its  rollers   running  in 
guides  to  prevent  twisting. 
Curved  arms  with  teeth   ( Fig.   16)    are   intended  to  prc- 


Figs.  15,   16  and   17 

vent  slipping  of  the  load,  but  except  in  rare  instances  they 
are  of  doubtful  utility,  as  the  smooth  arms  are  perfectly 
satisfactory  in  this  respect. 

Curved  arms  are  suitable  for  handling  bags,  barrels  and 
other  substantially  cylindrical  packages,  but  straight  arms 
(Fig.  17)  should  be  used  for  boxes. 

Bearing  Boxes 

Hearing  boxes  for  the  driving  shafts  of  conveyors  arc 
usually  designed  to  be  attached  directly  to  the  conveyor 
frame.  They  are  made  in  a  variety  of  sizes  and  types  to 
meet  the  requirements  of  practice.  Boxes  for  horizontal 
shafting  may  lie  broadly  classed  as  of  two  kinds,  rigid 
and  self-alining.  The  rigid  type,  being  simpler  and 
cheaper,  is  more  commonly  used  as  it  is  thoroughly  satis 
factory  if  the  shaft  has  little  tendency  to  be  thrown  out 
of  alinement  by  the  twisting  of  the  conveyor  framework. 
If  this  tendency  is  pronounced,  however,  the  self-alining 
box  lias  decided  advantages  in  that  it  readily  adjusts 
itself  to  any  reasonable  inaccuracies.  This  occurs  particu 
larly  in  portable  or  adjustable  conveyors. 

The  principal  considerations  which  affect  the  design  of 
the  bearing  boxes  are  rigidity,  ample  lubrication,  sufficient 
bearing  surface  to  safely  carry  the  load,  accuracy  of  aline 
ment,  and  the  necessity  of  taking  up  wear.  Boxes  are 
invariably  made  of  cast  iron  and  are  usually  lined  with 
babbitt  or  sometimes,  in  the  case  of  solid  boxes,  they  are 
fitted  with  bronze  bushings. 

Solid  boxes  (Fig.  18)  are  usually  provided  with  renew 
able  bushings  which  can  lie  replaced  when  wear  makes 


Figs.  18,   19  and  20 

this  necessary.  They  are  tapped  for  oil  or  grease  cups 
and  should  have  the  bottom  surface  of  the  pad  finished 
true  with  the  bore  to  insure  accurate  alinement  of  the 
shaft. 

Solid  boxes  having  flanged  pads  at  right  angles  to  the 
bore  can  be  used  when  called  for  by  structural  considera 
tions. 

Rigid  split  boxes  (Fig.  19)  have  the  upper  half  of  the 
bearing  removable.  This  is  frequently  an  advantage  in 
assembling  the  machinery  and  allows  for  some  adjustment 
of  the  bearing  when  worn.  Split  boxes  are  either  lined 
with  babbitt  or  are  finished  by  boring  and  reaming.  The 
caps  should  be  insured  against  shifting  either  by  the  use 


of  dowel  pins  or  by  a  tongue  and  groove  joint  between  the 
box  and  cap.  For  light  work  the  cap  bolts  are  sometimes 
depended  upon  to  hold  the  cap  accurately  in  place. 

Angle  boxes  ( Fig.  20)  are  split  with  the  removable  half 
at  an  angle  with  the  base.  They  are  used  when  the  direc 
tion  of  pressure  on  the  shaft  is  parallel  to  the  base,  since 
when  this  condition  exists  the  joint  of  the  plain  split  box 
would  come  at  the  point  where  the  pressure  is  greatest  and 
would  prevent  proper  lubrication.  Structural  considera 
tions  sometimes  call  for  angle  boxes  in  order  to  make 
the  cap  bolts  accessible. 

Self-alining  boxes  (Fig.  21)  automatically  adjust  them 
selves  to  slight  inaccuracies  of  the  shaft.  They  neces 
sarily  afford  a  less  rigid  bearing  than  the  types  previously 
shown,  but  are  often  used  on  take-ups  where  allowance 
must  lie  made  for  horizontal  variations  in  the  alinement 
of  the  shaft. 

Ball-joint  boxes  (Fig.  22)  are  similar  in  purpose  to  the 
self-alining  type,  but  have  greater  rigidity,  as  the  bearing 


Figs.  21,  22  ami  23 

box  itself  can  be  adjusted  to  suit  the  alinement  of  the  shaft 
and  is  then  securely  locked  in  place  by  the  cap  bolts. 

Step  bearings  (Fig.  23)  are  used  to  support  the  lower 
ends  of  vertical  shafts.  Their  application  to  conveying 
machinery  is  limited,  although  conditions  occasionally  re 
quire  their  use.  They  are  made  in  two  general  styles,  one 
a  rigid  box  and  the  other  having  a  small  amount  of  lateral 
adjustment  which  is  secured  by  set  screws,  this  design 
being  the  one  shown  in  the  illustration.  Bearings  for  the 
carrying  rollers  of  belt  conveyors  are  described  under 
''idlers." 

Belts 

Conveyor  belts  in  common  use  are  of  two  principal 
types,  fabric  belts  (plain,  balata,  vegetable  or  mineral  oil 
impregnated),  and  rubber  belts.  Steel  belts  have  been  used 
to  a  limited  extent  in  Europe  but  are  still  in  the  experi 
mental  stage.  For  handling  packages  fabric  belts  are  almost 
universally  used  although  rubber  belts  are  coining  more 
into  use  every  year.  The  higher  grades  of  fabric  belt 
are  also  employed  for  heavy  duty  in  handling  bulk  mate 
rial  and  are  giving  satisfactory  service  under  conditions 
which  a  few  years  ago  would  have  been  considered  im 
possible.  Rubber  belts,  if  judged  by  the  yearly  loose  ma« 
terial  tonnage  handled  on  them,  are  by  far  the  most 
important  conveyor  belts  in  use.  Balata  is  a  gum  some 
what  similar  to  rubber  but  does  not  deteriorate  as  rapidly 
as  the  latter ;  it  is  water  and  acid  proof  and  belts  im 
pregnated  with  it  arc  of  value  for  some  classes  of  con 
veyor  service. 

The  cheaper  grades  of  woven  cotton  belting  are  applicable 
only  to  very  light  duty  in  package  handling.  They  are 
not  durable,  are  quickly  affected  by  changes  in  temperature 
and  humidity  and  have  an  excessive  amount  of  stretch.  In 
general,  their  use  is  warranted  only  for  temporary  installa 
tions  or  when  initial  cost  is  the  prime  consideration. 
Mineral  oil  impregnated  belts  stretch  less  than  the  plain 
cotton  belt,  are  comparatively  water-proof  and  will  last 
longer.  If  the  filler  used  in  these  belts  is  not  of  good 


446 


CONVEYOR   DETAILS 


quality  they  are  likely  to  be  extremely  stiff  and  unmanage 
able,  and  will  crack  badly  in  use.  Vegetable  oil  impregna 
tion  gives  a  strong  flexible  belt  which  is  excellent  for 
package  handling.  All  of  these  belts  are  built  up  from 
layers  of  fabric  sewed  together  and  impregnated  under 
pressure  with  the  required  grade  of  filler.  The  grade  of 
fabric  used  and  the  method  of  sewing  are  considerations 
fully  as  important  as  the  impregnation  material. 

Rubber  conveyor  belts  are  built  up  from  three  to  ten 
plies  of  cotton  duck  cemented  together  with  thin  layers  of 
a  rubber  composition  called  "friction"  and  they  have  a 
vulcanized  rubber  covering.  In  addition  to  being  fric- 
tioned,  the  plies  of  duck  are  often  securely  sewed  together 
before  the  cover  is  applied.  The  strength  of  rubber  belting 
is  due  entirely  to  the  layers  of  duck,  the  friction  merely 
serving  to  keep  the  layers  from  separating,  and  the  cover 
acting  as  a  surface  protection  against  abrasion  and  the 
entrance  of  moisture.  The  life  of  the  belt  depends  upon 
the  tenacity  of  the  friction  to  resist  separation  of  the  plies 
of  duck  and  upon  the  resistance  of  the  rubber  cover  to 
wear  and  cracking,  as  well  as  upon  its  adhesion  to  the 
fabric  base. 

The  chief  cause  of  wear  on  rubber  belts  is  the  impact  of 
the  material  as  it  is  delivered  to  the  belt.  This  is  similar 
to  the  action  of  a  sand  blast  on  the  cover  and  gradually 
wears  away  the  rubber  surface  until  the  duck  is  exposed. 
When  this  occurs  the  belt  is  practically  worn  out,  as  the 
duck  offers  very  little  resistance  to  the  abrasive  action  of 
the  materials. 

It  is  therefore  evident  that  the  manner  of  loading  the 
belt  is  of  the  utmost  importance.  The  material  should  be 
delivered  at  as  nearly  the  same  velocity  as  the  belt  is  run 
and  in  a  direction  as  nearly  parallel  to  the  latter  as  is 
practical.  A  wide  stream  of  material  distributes  the  wear 
over  the  greater  part  of  the  belt  surface,  whereas  a  narrow 
one  localizes  it  and  causes  a  speedier  destruction  of  the 
cover.  Extended  experiments  have  shown  that  a  rubber 
belt  offers  greater  resistance  to  the  abrasive  action  peculiar 
to  belt  conveyors  than  any  of  the  other  materials  com 
monly  used,  it  is  even  superior  in  this  respect  to  steel. 

The  number  of  plies  of  duck  in  a  conveyor  belt  is  deter 
mined  by  the  required  tensile  strength  of  the  finished  belt 
and  by  the  necessity  for  sufficient  stiffness  to  prevent 
sagging  between  the  carrying  idlers.  An  empirical  rule  is 
never  to  stress  a  rubber  belt  above  24-lb.  per  ply  per  inch 
width  of  belt.  Better  results  can  be  obtained  if  one-half 
of  this  figure  is  considered  to  be  the  maximum  allowable 
stress. 

The  ordinary  rubber  conveyor  belt  has  an  extra  thick 
cover  on  its  top  surface  as  practically  all  wear  comes  on 
this  surface.  If  the  belt  is  required  to  handle  material 
on  both  upper  and  lower  runs  of  the  conveyor,  the  cover 
should  be  of  equal  thickness  on  both  sides.  The  thickness 
of  the  cover  ordinarily  ranges  from  one-sixteenth  to  three- 
sixteenths  of  an  inch.  When  guide  rollers  are  used  against 
the  edges  of  rubber  belting  an  extra  thickness  of  rubber 
should  be  used  over  these  edges,  for  if  the  cover  wears 
through  to  the  duck  at  the  edge  of  the  belt,  the  plies  of 
duck  will  separate  and  the  belt  will  go  to  pieces  long  before 
the  carrying  surface  has  worn  out. 

When  material  is  fed  to  the  belt  in  a  narrow  stream, 
a  re-enforced  cover  which  is  thicker  at  the  middle  of  the 
belt  than  at  the  edges  will  add  to  the  life  of  the  installation. 
A  patented  belt  is  built  up  of  plies  of  duck  which  are 
stepped  in  such  a  way  as  to  give  a  greater  thickness  of 
cover  at  the  middle  than  at  the  edges,  the  latter  having 
more  plies  of  duck  and  hence  being  stiffer  in  the  direction 


of  travel.  This  construction  is  claimed  to  give  greater 
durability,  better  troughing  and  less  sag  between  idlers 
than  the  ordinary  types  of  belt.  A  flanged  conveyor  belt 
is  a  special  type  occasionally  used  on  concentrators  and 
conveyors.  It  is  run  llat,  tr.e  flanged  edges  preventing  the 
material  from  falling  off.  The  extreme  stretch  of  the 
outer  edges  of  the  Manges  in  going  over  the  end  pulleys,  is 
quite  injurious  to  the  belt. 

The  diameter  of  the  drums  over  which  the  belt  is  run 
has  an  important  bearing  on  the  life  of  the  belt.  Too 
small  a  diameter  will  subject  the  belt  to  serious  bending 
stresses  which  tend  to  crack  the  cover  and  pull  the  plies 
of  duck  apart.  The  same  thing  applies  to  the  angle  of 
the  troughing  idlers,  a  high  troughed  belt  having  a  shorter 
life  than  one  which  is  only  slightly  troughed. 

In  canning  and  other  similar  industries,  special  light 
steel,  woven  or  link  belts  are  used  in  washing,  cleaning 
and  picking.  These  belts  have  had  a  very  limited  applica 
tion  to  general  conveyor  work. 

Boots 

A  boot  is  used  at  the  lower  end  of  most  styles  of 
bucket  elevators.  It  consists  of  a  closed  hopper  which 
receives  the  material  and  from  which  it  is  dug  by  the 
buckets  as  they  pass  around  the  foot  of  the  elevator.  Boots 
are  made  of  cast  iron,  sheet  steel-  or  wood.  Thev  are 


Figs.  24  and  25 

litted  with  bearings  for  supporting  the  foot  shaft  and 
usually  have  a  door  for  cleaning  out  the  interior,  a  spout 
for  receiving  the  material  and  pads  by  which  they  can  be 
secured  to  the  floor. 

The  usual  type  of  boot  (Fig.  24)  is  fitted  with  take-up 
bearings  protected  by  sliding  plates  or  housed  behind  a 
stationary  cover  in  such  a  way  as  to  prevent  the  escape 
of  dust  from  the  boot.  Two  take-up  boxes  are  required, 
and  while  these  are  often  designed  for  independent  adjust 
ment,  by  cross-connecting  the  take-up  screws  with  a  chain 
the  adjustment  of  both  boxes  can  be  made  simultaneously 
and  accurate  alinement  of  the  shaft  will  be  maintained  at 
all  times. 

A  boot  having  rigid  bearings  for  the  foot  shaft  is  used 
on  elevators  equipped  with  head  take-ups.  An  elevator 
thus  designed  can  be  driven  from  the  lower  end,  although 
this  should  be  avoided  if  possible. 

Sheet  steel  boots  fitted  with  cast  iron  take-ups  or 
rigid  boxes  and  braced  with  structural  angles  are  used 
for  heavy  work  of  all  kinds. 

A  one-piece  boot  is  sometimes  used  for  heavy  work  in 
damp  places  and  where  perfect  dust  tightness  is  required. 
The  body  of  this  boot  is  made  of  a  single  casting,  the 
feeding  hopper  and  clean-out  doors  being  packed  with 
rubber  gaskets  at  the  joints  and  bolted  in  position. 

Wood  boots  are  suitable  only  for  very  light  work  and 
are  less  durable  and  dust  proof  than  the  cast  iron  types. 


BRUSHES   AND    BUCKETS 


447 


They  have  been  used  chiefly  on  elevators  handling  grain 
products. 

When  two  or  niuri-  eK-vators  arc  run  in  parallel,  they 
can  sometimes  he  equipped  with  a  multiple  boot.  This  is 
doubtful  practice,  however,  as  it  is  practically  impossible 
to  keep  all  the  chains  or  belts  at  the  proper  tension  when 
all  must  be  adjusted  from  one  set  of  take-ups. 

Marine  leg  boots  (Fig.  25)  differ  radically  from  the 
stationary  types.  They  are  not  enclosed  at  all,  but  in 
operation  they  arc  lowered  into  the  hold  of  a  vessel  and 
are  buried  in  the  material  to  be  elevated.  The  material 
then  feeds  in  automatically  by  gravity,  and  as  each  bucket 
digs  a  path  through  the  mass,  more  material  flows  in  and 
is  caught  by  the  next  bucket.  These  boots  are  always 
used  on  the  marine  legs  employed  for  unloading  grain, 
sand,  coal  and  similar  material,  and  on  certain  types  of 
portable  coaling  machines. 

Brushes 

A  revolving  brush  (Fig.  26)  bearing  against,  or  very 
close  to.  the  return  surface  of  a  belt  conveyor  forms  a 
useful  means  of  removing  fine  particles  of  certain  mate 
rials  which  might  otherwise  cling  to  the  belt  and  be 
carried  around  under  the  return  idlers ;  its  use  makes  it 
possible  to  handle  many  materials  which  could  not  other 
wise  be  carried  on  a  belt.  The  brush  should  be  run  in  a 
direction  opposite  to  that  in  which  the  belt  travels,  should 
be  located  as  near  the  head  or  discharge  end  of  the  con 
veyor  as  possible,  and  should  be  so  arranged  as  to  allow 
for  adjustment  when  the  bristles  wear.  Brushes  are  driven 
from  the  head  shaft  of  the  conveyor,  and  some  types  are 


Fig.  26 

automatically  held  in  contact  with  the  belt  by  weights  and 
hence  require  no  attention  until  completely  worn  out. 

The  bristles  of  the  brush  should  be  as  stiff  and  durable 
as  they  can  be  made,  but  wire  should  not  be  used  for  this 
purpose,  except  in  special  cases,  as  it  will  cause  serious 
wear  of  the  belt.  Bristles  are  arranged  either  in  straight 
rows  or  spirals,  there  being  no  practical  difference  between 
the  two  designs  so  far  as  service  is  concerned. 

Buckets 

Elevator  buckets  are  made  in  a  great  variety  of  styles 
in  order  to  adapt  them  to  handling  such  diversified  mate- 


Figs.  27,  28  and  29 

rials  as  coal,  coke,  clay,  gravel,  cement,  chemicals,  pulp, 
etc.,  and  to  allow  of  their  use  on  the  different  types  of 
elevators.  Malleable  iron  and  sheet  steel  are  the  materials 
commonly  employed  in  their  construction. 


Kurkris  wear  chiefly  along  the  front  edge  as  this  usually 
digs  through  the  material  and  is  subjected  to  much  the 
same  action  as  the  edge  of  a  spade.  For  this  reason  many 
buckets  are  re-enforced  at  the  lii>  by  an  increase  in  the 
thickness  of  the  metal  for  malleable  iron  buckets  and  by 
a  renewable  wearing  strip  for  sheet  steel  buckets,  although 
with  UK  st  materials  the  wear  is  so  slight  that  special  re- 
cm*  i  ci'im-nt  is  iinmvrssarv. 

Malleable  iron  buckets  (Figs.  27,  28  and  29)  are  made 
with  high,  medium  or  low  fronts,  and  known  as  Manu 
facturers'  Standards.  Style  A,  I!  and  C  respectively,  the 
choice  in  application  depending  upon  the  character  of  the 
substance  handled  and  the  angle  of  inclination  of  the 
elevator.  High-front  buckets,  known  as  Style  A  (Fig.  27), 
are  used  on  vertical  elevators  and  are  suitable  for  handling 
the  majority  of  dry  lump  materials.  The  medium  front 
buckets,  known  as  Style  B  (Fig.  28),  are  standard  for 
inclined  elevators,  while  the  low  front,  Style  C,  buckets 
(Fig.  29)  are  used  for  stick  materials.  Only  experience 
on  the  part  of  the  designer  can  be  a  guide  to  the  best 
shape  of  bucket  to  specify  for  handling  unusual  materials. 

A  common  form  of  sheet  steel  bucket  is  the  Salem 
(Fig.  30).  In  this  the  bottom  and  corners  are  rounded, 


Figs.   30    and    31 

the  end.',  of  the  bucket  being  folded  around  the  back  and 
riveted.  This  is  one  of  the  most  useful  types  made. 

The  gravity  discharge  or  V  bucket  (Fig.  31)  used  on 
elevator-conveyors  is  made  cither  of  steel  or  malleable 
iron.  It  is  always  centrally  hung  between  the  chains  and 
is  rigidly  attached  to  them  or  swiveled  in  the  direction  of 
motion  of  the  conveyor. 

For  belt  type  bucket  elevators  the  backs  of  the  buckets 
are  sometimes  made  concave  to  fit  the  curvature  of  the 
belt  drum.  As  these  elevators  are  not  suitable  for  very 
heavy  work,  the  buckets  are  usually  made  of  thin  steel 
and  are  re-enforced  around  the  top  with  a  band  of  heavier 
stock  riveted  to  the  body  of  the  bucket.  Extra  wide 


Figs.  32  and  33 

buckets  of  this  type  may  be  further  stiffened  by  a  central 
strut  connecting  the  back  and  front. 

Steel  buckets  with  malleable  iron  ends  are  sometimes 
used.  They  are  stiffer  than  a  plain  steel  bucket  of  equal 
weight  and  are  especially  applicable  to  centrally  hung 
elevators.  Steel  buckets  are  made  with  high,  medium  and 
low  fronts  corresponding  to  the  three  styles  of  malleable 
iron  buckets.  They,  however,  do  not  resist  wear  and 
corrosion  as  well  as  the  malleable  iron  buckets. 

For  viscous  and  sticky  material  a  shelf  or  low-front 
bucket  is  occasionally  required,  as  the  more  common  types 


448 


CONVEYOR  DETAILS 


sometimes  have  a  tendency  to  retain  the  material  and  make 
for  poor  discharge. 

The  buckets  are  fitted  with  digging  teeth  (Fig.  32) 
along  the  lip  to  facilitate  loading  on  certain  types  of 
elevators,  particularly  those  of  the  portable  variety.  These 
teeth  should  lie  made  separate  from  the  body  of  the 
bucket  to  permit  of  replacement  when  worn. 

To  allow  for  drainage  of  very  wet  material  while  it  is 
being  elevated,  buckets  can  be  made  of  perforated  metal 
(Fig.  33),  or  be  built  up  of  wire  mesh  with  solid  steel 
ends.  These  buckets  are  usually  considered  special,  as 
they  should  be  designed  to  suit  the  special  conditions  under 
which  they  are  to  operate. 


industries,  and  in  this  class  of  service  it  has  been  success 
ful.  It  is  also  used  as  a  retarding  conveyer  in  lowering 
coal  down  hillsides  from  high  level  mines. 


Figs.   34,  35   and   36 

Continuous  buckets  (Figs.  34,  35  and  36)  are  placed 
close  together,  the  flanged  front  of  each  bucket  acting  as 
a  discharge  chute  for  the  material  in  the  next.  To 
prevent  fine  material  from  dropping  through  between  the 
buckets  the  latter  may  be  made  overlapping.  This  type 
of  bucket  can  be  loaded  directly  from  a  chute.  It  can 
thus  be  arranged  to  avoid  the  wear  incident  to  digging 
through  a  mass  of  abrasive  material  in  an  elevator  boot. 
They  are  made  with  high,  medium  and  low  fronts  for 
use  at  different  angles,  and  for  various  conditions. 

Another  type  of  continuous  bucket  is  carried  between 
two  strands  of  chain,  the  back  of  the  bucket  being  on  the 
pitch  line  of  the  chain.  This  bucket  forms  in  effect  a 
continuous  steel  belt,  as  adjacent  buckets  arc  in  actual 
contact  at  all  times,  even  when  passing  around  the 
sprockets. 


Figs.  37   and   38 

Buckets  for  pivoted  carriers  (Figs.  37  and  3<S)  are 
-wung  between  two  strands  of  chain  and  arc  fitted  with 
a  cam  on  the  sides  by  means  of  which  they  are  tipped  and 
discharged.  This  construction  is  necessary  as  the  buckets 
normally  hang  in  a  vertical  position  no  matter  in  what 
direction  the  conveyor  runs.  Pivoted  buckets  are  made  of 
malleable  iron  or  steel  and  are  very  largely  used  in  boiler 
house  installations,  cement  plants  and  coaling  stations. 
They  are  undoubtedly  the  most  highly  developed  and  suc 
cessful  buckets  on  the  market  in  the  classes  of  service  for 
which  they  are  adapted. 

Cable    Conveyors 

A  cable  conveyor  consists  of  an  endless  steel  cable  fitted 
with  cast  iron  flights  which  are  dragged  along  a  U  or 
V-shaped  steel  lined  trough  and  thus  form  a  simple  and 
inexpensive  type  of  drag  conveyor  for  logs,  refuse,  coal, 
etc.  This  device  is  largely  used  in  the  logging  and  paper 


Fig.   39 

Flights  are  circular  in  shape,  split,  and  bolted  over  the 
cable  (Fig.  39).  When  logs  are  handled,  the  flights  should 
be  spaced  according  to  the  length  of  the  pieces  carried, 
intermediate  transmission  clamps  being  placed  between  the 
flights  to  give  the  necessary  pitch  for  meshing  with  the 
sprockets. 

The  driving  sprocket  (Fig.  40)  has  a  U-shaped  groove 
into  which  the  cable  fits,  and  a  series  of  gaps  or  pockets 
pitched  so  as  to  mesh  properly  with  the  flights.  Any  dis 
placement  of  a  flight  along  the  cable  will  cause  it  to  fail 
to  drop  into  the  gap  in  the  wheel,  and  hence  special  care 
must  be  taken  to  keep  the  flights  and  clamps  tightly  bolted 
in  their  proper  places. 

Troughs  for  cable  conveyors  (Fig.  41)  are  usually  made 
of  wood  and  are  lined  with  sheet  steel.  As  these  con- 


Figs.  40  and  41 

veyors  have  a  large  application  to  the  storage  and  reclaim 
ing  of  material,  both  cable  runs  are  usually  fitted  with 
troughs,  one  for  taking  the  material  to  storage  and  the 
other  for  returning  it. 

Carriers 

In  addition  to  the  standard  types  of  aprons  and  pans 
used  on  horizontal  conveyors,  there  are  a  number  of  special 
carriers  which  are  occasionally  fitted  to  chain  type  con 
veyors  for  supporting  the  load. 

For  handling  rolls  of  material  such  as  paper  and  cloth 
four  wheel  trucks  (Fig.  42)  are  attached  at  intervals  to 
a  strand  of  chain.  These  trucks  serve  the  same  purpose 
as  an  apron  but  are  cheaper  than  the  latter  and  also  have 


Figs.   42    and   43 

the  feature  which  is  sometimes  desirable  of  handling  a 
limited  number  of  rolls  and  delivering  them  at  regular 
fixed  intervals  of  time. 

Barrels  are  sometimes  handled  crosswise  on  a  conveyor 
fitted  with  cradles  (Fig.  43).  Such  conveyors  will  operate 
either  on  an  incline  or  horizontally. 


CHAINS 


449 


Another  type  of  carrier  (Fig.  44)  for  cylindrical 
objects,  bags,  etc.,  is  made  up  of  concave  cross  liars  fitted 
with  rollers  on  the  ends  and  carried  cither  by  one  or 
two  strands  of  chain. 


Figs.    II   and    I  > 

For  metal  ingots,  pig,  and  similar  material  a  single 
angle  bracket  (Fig.  45)  carried  by  two  strands  of  chain 
will  form  a  useful  carrier  for  elevating  vertically  and 
conveying  huri/ontally  or  on  an  incline.  Combination 
elevator-conveyors  are  sometimes  equipped  with  this 
carrier. 

Chains 

Conveyor  chain  has  reached  a  high  degree  of  standardiza 
tion,  due  very  largely  to  the  efforts  of  the  pioneer  con 
cerns  manufacturing  it.  Although  in  many  cases  the  vari 
ous  makers  have  developed  differences  in  detail  design, 
they  have  for  the  most  part  maintained  the  same  essential 
dimensions,  so  that  a  given  type  and  size  of  chain  made 
by  one  manufacturer  will  in  general  be  interchangeable 
with  that  made  by  any  other.  This  statement  applies  to 
the  pitch,  width  and  strength  of  the  chain,  but  does  not 
of  course  imply  that  repair  links  of  one  make  can  be  used 
in  connection  with  another  make  of  chain. 

It  is  not  possible  to  give  accurate  figures  applicable  to 
all  conditions  for  the  working  strength  of  conveyor  chains. 
The  speed  at  which  the  chain  is  run,  the  character  of 
the  service  (whether  intermittent  or  constant,  etc.)  and 
llie  kind  of  material  handled,  all  exercise  an  influence 
on  tlie  allowable  working  strength.  The  faster  the  chain 
runs  the  greater  will  be  the  shock  due  to  engagement  of 
the  sprocket  teeth  with  the  links,  and  the  oftencr  these 
shocks  will  occur.  It  is  therefore  necessary  to  decrease 
the  chain  load  to  compensate  for  increased  speed.  If  the 
chain  is  subjected  to  sudden  shocks,  as  for  example  in 
picking  up  heavy  loads,  a  larger  factor  of  safety  is  re 
quired  than  if  the  service  were  constant.  Very  gritty 
bulk  material  that  is  likely  to  find  its  way  into  the  chain 
joints  and  cause  undue  wear  also  calls  for  a  lower  work 
ing  stress  than  could  be  allowed  if  the  material  handled 
were  not  of  such  an  injurious  nature.  Likewise,  chain 
used  in  chemical  plants  is  often  affected  seriously  by 
chemical  action  on  the  working  parts. 

For  maximum  durability  and  reliability  of  the  ordinary 
types  of  conveyor  chain,  it  has  been  found  by  experiment 
that  the  factor  of  safety  to  be  used  in  determining  the 
wot  king  load  should  be  varied  according  to  the  chain  speed 
as  follows. 


(  haiu  Speed 


Working  Strength 


200  ft.  i>e 
300  ft.  ;>e 
4<X)  ft.  pe 

min  
min  

pii  n  .  .  .  . 

Di 

Di 
.      ..Di 

itle  ultima 
ide  ultima 
ide  ultima 

strength  by     6 
strength  by     8 
;  strength  by   1  0 

500  ft.  pe 

min  

Di 

ide  ultima 

st  re  11  gt  h  b  v   1  2 

600  ft.  pe 
"00  ft.  ne 

min  
min  .  . 

Di 
Di 

ide  ultima 
ide  ultima 

strength  by   16 
strength  bv  20 

These  figures  assume  that  the  load  is  steady  and  that 
the  material  is  not  injurious  to  the  chain.  For  resistance 
to  shock  the  working  loads  should  be  one-half  of  those 
indicated  above,  and  for  particularly  severe  conditions  of 
service  even  greater  allowances  should  be  used. 

The  motion  of  conveyor  chain  running  on  sprockets  is 
never  absolutely  uniform.  The  pitch  line  of  the  sprocket 
is  really  a  polygon,  so  that  the  chain  necessarily  moves 
forward  with  a  jerking  or  pulsating  motion.  The  shorter 


llir  pitch  the  less  noticeable  will  be  the  jerk,  while  the 
greater  the  number  of  teeth  in  the  sprocket  the  more 
nearly  will  the  polygonal  shape  of  the  latter  approach  a 
circle  and  the  >monther  the  action  of  the  chain  will  be 
when  running.  For  comparatively  short  pitch  chains  this 
non-uniform  motion  is  rarely  pronounced  enough  to  be  ob 
jectionable,  but  with  the  long  pitch  used  for  extra  heavy 
bucket  conveyors  and  the  like,  it  may  become  serious. 

The  bending  or  articulation  of  chain  links  in  passing 
around  the  sprockets  is  the  chief  cause  of  wear  on  both 
the  chain  and  wheel.  This  bending  can  take  place  in  either 
of  two  ways,  one  causing  internal  wear  on  the  joints  of 
the  chain  without  any  rubbing  between  the  chain  and 
sprocket,  and  the  second  causing  wear  both  internally  and 
externally  on  the  link  by  a  combination  of  rubbing  between 
the  sprocket  and  link  and  a  simultaneous  turning  at  the 
joint  between  the  links. 

Every  correctly  designed  chain  installation  should  be  so 
arranged  that  as  far  as  possible  all  rubbing  will  be  confined 
to  the  chain  joints  and  as  little  friction  occur  between  the 
sprocket  and  chain  as  the  layout  of  the  installation  will 
permit.  Special  attention  should  be  given  to  having  the 
joints  between  the  links  as  sturdy  and  durable  as  possible. 
Plenty  of  bearing  surface  should  be  provided,  and  on 
the  higher  grade  pin  type  chains  hardened  steel  pins  and 
bushings  should  be  used. 


Figs.  46  and  47 

Detachable  chain  (Fig.  46)  is  very  widely  used  for  con 
veyor  and  elevator  work.  It  is  the  simplest  and  cheapest 
chain  known,  and  gives  excellent  service  under  proper 
conditions.  It  is  not  so  well  suited  to  u>e  where  abrasive 
or  gritty  material  is  to  be  handled  as  some  other  chains 
particularly  designed  for  such  service.  Ordinary  detach 
able  chain  is  made  of  malleable  iron,  but  if  exceptional 
toughness  and  resistance  to  wear  are  necessary  it  can  be 
obtained  by  the  use  of  manganese  >teel. 

If  it  is  necessary  to  connect  this  chain  around  sprocket^ 
without  slack,  there  are  special  coupler  links  (Fig.  47) 
made  with  removable  pins  which  can  be  used,  and  it 
will  then  be  a  simple  matter  to  remove  or  replace  the  chain 
by  means  of  the  coupling  pin  connecting  these  links. 

A  type  of  chain  similar  in  principle  to  the  detachable  is 
made  of  sheet  steel  and  is  known  as  the  lock  chain.  It  is 
used  principally  on  agricultural  machinery,  but  has  had 
some  application  to  light  conveyors. 


Figs.  48  and  49 

Pintle  chain  (Fig.  48)  is  made  of  malleable  iron  links 
connected  by  steel  pins.  The  pins  should  be  prevented 
from  turning  in  the  links  and  may  be  riveted  over  or  be 
held  by  cotter  pins  or  nuts.  This  chain  is  used  in  place 
of  the  detachable  when  greater  strength  is  required  or 
when  gritty  conditions  preclude  the  use  of  the  open  hook 


450 


CONVEYOR  DETAILS 


joint.  It  is  made  in  sizes  to  correspond  with  detachable 
chain,  so  that  both  types  are  interchangeable  on  the  same 
sprockets.  Pintle  chain  can  be  run  with  either  side  against 
the  sprockets,  and  if  one  side  becomes  worn,  the  chain 
can  be  reversed  and  its  useful  life  considerably  increased 
by  running  it  with  the  other  side  against  the  sprockets. 

Interlocking  pintle  chain  (Fig.  49)  has  a  comparatively 
dirt  proof  joint  between  the  links,  as  each  link  telescopes 
into  the  adjacent  one  and  protects  the  pin  against  the 
entrance  of  grit.  The  pin  is  riveted  in  place,  or  if  it  is 
necessary  readily  to  detach  the  links,  it  is  fastened  by  a 
square  nut.  Both  forms  are  in  common  use  on  elevators 
and  conveyors  as  well  as  on  low  speed  power  transmission 
equipment. 

Saw  mill  pintle  chain  is  similar  to  the  plain  pintle  type 
except  that  the  sides  of  the  links  have  protruding  ribs 
which  give  the  necessary  additional  wearing  surface  to 
allow  for  the  chain  being  dragged  over  floors  or  in 
runways. 

Malleable  iron  refuse  chain  (Fig.  SO)  is  a  wide  pintle 
chain  having  extra  webs  to  allow  for  sliding  easily  in 
troughs,  and  is  used  for  conveying  saw  mill  refuse,  ashes, 
etc.,  being  in  effect  a  drag  chain  as  the  material  is 
dragged  along  by  the  wide  crossbars  of  the  links.  Special 
attachment  links  are  sometimes  used  to  increase  the  width 
and  depth  of  the  dragging  area. 

The  Ley  bushed  chain  (Fig.  51)  is  the  most  highly 
developed,  durable  and  accurate  malleable  iron  chain  in 
use.  It  is  more  expensive  than  the  simpler  conveyor 


Figs.  50  and  51 

chains,  but  will  outwear  them  and  retain  its  pitch  longer. 
\Vhen  worn  it  can  be  readily  put  into  first  class  condition 
by  replacing  the  steel  bushings  and  pins,  as  all  wear,  both 
external  and  internal,  is  taken  by  these  parts.  The  princi 
pal  feature  of  this  chain,  the  partly  exposed  hardened  steel 
bushing  which  bears  against  the  sprocket  teeth,  effectively 
prevents  wear  on  the  chain  link  itself,  and  at  the  same 
time  affords  a  bearing  for  the  connecting  pin.  The  bush 
ing  is  prevented  from  turning  in  the  link  by  a  tongue 
which  fits  into  a  groove  cut  in  the  bushing,  and  the  pin 
has  a  flat  head  which  is  held  between  lugs  on  the  outside 
of  the  link.  The  small  end  of  the  pin  is  also  flattened  and 
fits  into  a  rectangular  broached  hole  in  the  opposite  side 
of  the  link.  This  construction  gives  an  extremely  rigid 
support  for  both  the  bushing  and  pin,  eliminating  the 
tendency  for  them  to  work  loose  and  start  wear  on  the 
link.  Ley  bushed  chain  is  often  used  for  power  trans 
mission  at  moderate  speeds,  but  it  also  has  a  large  appli 
cation  to  conveying  and  elevating  gritty  material  and  for 
heavy  duty  under  severe  conditions. 

A  somewhat  stronger  type  of  Ley  bushed  chain  has 
more  metal  in  the  link,  the  heads  being  re-enforced  with 
a  center  \veh  which  stiffens  the  link  and  reduces  the  chances 
of  hidden  flaws  in  the  casting. 

The  malleable  iron  roller  chains  (Fig.  52)  form  an 
important  class  of  strong  yet  comparatively  inexpensive 
conveyor  chains.  Their  use  is  not  restricted  to  any  ore 
type  of  equipment,  but  they  are  employed  on  double- 
strand  flight  and  apron  conveyors,  bucket  elevators  and 


carriers  and  wherever  the  chain  is  run  in  a  track  and  is 
called  upon  to  support  the  weight  of  the  load  as  well  as  to 
transmit  the  pull  of  the  driving  mechanism.  It  is  some 
times  advisable  to  bush  the  rollers  with  steel  or  bronze 


Fig.  52 

sleeves,  and  for  certain  classes  of  service  under  acid  condi 
tions,  both  the  bushing  and  pin  are  made  of  acid  resisting 
bronze. 

Transfer  chain  (Figs.  53  and  54)  has  a  limited  field  of 
application  in  handling  boxes,  lumber,  sheet  iron  and 
similar  material.  The  load  is  carried  on  parallel  strands 
of  chain  running  in  channel  tracks  and  rests  directly  on 
the  broad  flat  tops  of  the  links.  This  forms  a  very  cheap 
and  simple  horizontal  conveyor  which  can  be  loaded  and 


Figs.   53    and   54 

unloaded  by  hand  from  the  sides.  Two  general  types  of 
this  chain  arc  in  use,  one  having  separate  pins  to  connect 
the  links,  and  the  other  being  so  designed  that  the  pin 
forms  an  integral  part  of  the  link.  The  former  type  can 
be  coupled  in  place  without  slack,  but  the  latter  requires 
some  looseness  in  the  chain  to  allow  the  links  to  be  hooked 
together. 

Combination  chain  (Fig.  55)  is  made  up  of  alternate 
malleable  iron  or  cast  steel  links  and  steel  side  bars.  It 
is  a  strong  and  comparatively  inexpensive  type  of  chain 
for  use  on  heavy  elevators  and  conveyors.  The  steel  pins 
used  to  connect  the  links  are  designed  to  be  held  from 
turning  in  the  side  bars,  all  of  the  motion  occuring  between 


Figs.  55   and   56 

the  pin  and  the  malleable  iron  link.  Sometimes  the  hole 
in  the  malleable  iron  link  is  bushed  with  bronze  and  a 
hardened  steel  pin  is  used.  This  construction  is  an  im 
provement  over  the  unbushed  link  as  it  makes  a  more 
durable  chain  and  one  which  can  be  readily  repaired. 

A  variation  of  the  combination  chain  has  rollers  outside 
the  links.  This  type  is  occasionally  used  for  slow  moving 
single  and  double  strand  pusher  conveyors  and  is  particu 
larly  applicable  to  the  progressive  assembling  of  automo 
biles. 

Steel  strap  chains  are  used  for  slow  moving  and  inter 
mittent  heavy  duty  in  handling  ice  on  large  apron  and 
flight  conveyors,  and  in  general  wherever  excessive  service 
requirements  or  very  long  pitches  preclude  the  application 
of  malleable  iron  types.  While  having  great  tensile 
strength,  these  chains  have  not  the  wearing  qualities  of 


CHAIN   ATTACHMENTS 


451 


some  other  varieties,  as  the  pins  are  apt  to  wear  rapidly 
unices  hardened  and  prevented  from  turning,  and  fitted 
with  hardened  bushings. 

Plain  steel  strap  chains  (Fig.  56)  are  cheap  and  simple 
in  construction.  They  are  used  particularly  in  handling  ice. 
The  pins  are  usually  riveted  over  the  outer  hars  and  are 
rarely  hardened  as  the  rough  service  under  which  they 
operate  does  not  require  this  refinement.  A  similar  chain 
with  plain  drop  forged  links  is  made  in  a  variety  of  forms 
for  ice  handling,  long  flight  conveyors,  car  hauls,  elevators 
and  the  like.  This  chain  is  particularly  adapted  to  handling 
heavy  intermittent  loads  at  low  speeds,  and  for  its  weight 
is  one  of  the  strongest  types  of  pin  chain  obtainable. 


Figs.   57    and   58 

Roller  steel  strap  chains  (Figs.  57  and  58)  are  particu 
larly  useful  in  combination  with  long  apron  conveyors  and 
pivoted  carriers.  The  rollers  themselves  may  be  made  of 
steel  or,  in  the  cases  of  flanged  rollers,  of  cast  or  malle 
able  iron.  Hardened  bushings  are  sometimes  used  u>  hold 
the  side  bars  rigidly  in  line  and  to  afford  a  durable  bear 
ing  on  which  the  rollers  can  revolve.  Adjacent  links  are 
connected  with  steel  pins  either  riveted  in  place  or  held 
by  cotter  pins. 


O) 


Figs.  59  and   60 


Alternate  flat  and  round  steel  links  (Fig.  59)  give  a 
form  of  welded  chain  which  is  superior  in  some  respects 
to  plain  coil  chain  which  has  only  a  limited  use  in  conveyor 
service  as  it  has  larger  wearing  surfaces  and  hence  greater 
durability.  Attachments  are  available  in  greater  variety 
for  this  than  for  coil  chain,  the  flat  links  affording  a  more 
convenient  means  for  supporting  attachments  and  the  shape 
of  the  chain  having  a  tendency  to  prevent  their  twisting 
out  of  alinement. 

Steel  bolts  connected  by  malleable  iron  knuckle  joints 
(Fig.  60)  form  a  very  strong  and  durable  long  pitch 
chain.  Its  application  is  necessarily  limited,  but  for  certain 
types  of  (light  conveyors  and  special  carriers  it  is  one 
of  the  most  satisfactory  heavy  duty  chains  in  use.  There 
being  few  joints,  no  welds  and  large  bearing  surfaces, 
the  strength  of  this  chain  is  greater  in  comparison  to  its 
weight  than  any  other  type,  while  its  first  cost  and  upkeep 
compare  favorably  with  the  other  high  duty  chains.  Its  use 
is  confined  almost  entirely  to  long  single  strand  conveyors. 

Steel  drag  chain  is  used  only  for  drag  conveyors  han 
dling  loose  material,  such  as  refuse,  sawdust,  coal,  ashes 
and  crushed,  stone.  The  simplest  type  is  made  of  plain 
rectangular  steel  bars,  bent  up  and  together.  It  is  not 
suitable  for  heavy  duty,  but  successfully  handles  sawdust, 
shavings  and  other  light  material  over  comparatively  short 
distances.  (See  Fig.  61). 


Another  form  of  this  chain  is  recnlorced  with  extra 
steel  clips  at  the  riveted  joints  and  will  stand  up  under 
moderately  severe  work  in  handling  coal  and  the  like. 

The  str.m.uest  drag  chain  (Fig.  62)  is  constructed  so  as 
to  have  almost  twice  the  strength  of  the  ordinary  forms. 
It  is  used  for  handling  such  materials  as  stone  and  gravel. 


Figs.  61  and  62 

The  effective  width  of  drag  chain  is  often  increased  by 
extensions  of  various  shapes  riveted  to  the  sides  of  the 

links. 

Chain  Attachments 

A  great  many  kinds  of  attachment  links  are  available  for 
use  in  combination  with  the  standard  types  of  conveyor 
chain.  These  links  are  designed  to  carry  the  various 
slats,  flights,  buckets,  arms,  etc.,  which  form  a  part  of 
nearly  all  chain  conveyors.  A  few  examples  of  the  more 
common  attachments  will  give  an  indication  of  what  ex 
perience  has  shown  to  be  useful,  but  the  following  exam 
ples  are  only  suggestive  of  the  hundreds  of  varieties  in 
common  use. 


Figs.  63,  64  and   65 

For  attaching  bucKets  and  slats  the  chain  links  are  pro 
vided  with  pads  of  various  forms  (Figs.  63,  64  and  65) 
through  which  the  fastening  bolts  or  rivets  are  inserted. 

Single  strand  flight  conveyors  require  attachments 
adapted  to  fastening  the  flight  at  right  angles  to  the  back 
of  the  chain  (Figs.  66  and  67).  Double-strand  flight  and 
push-bar  conveyors  are  often  equipped  with  swivel  attach- 


Figs.   66,  67   and  68 

incuts    (Fig.  68)    to  prevent  cramping  of  the  chains   when 
one  wears  more  than  the  other. 

For  certain  purposes  where  a  small  flight  is  needed  it 
can  be  cast  integral  with  the  chain  link  (Fig.  69),  thus 
forming  a  "scraper  attachment."  In  a  similar  manner 


Figs.  69,  70  and   71 

attachment  links  embodying  small  slats  (Fig.  70")  are 
occasionally  used  for  light  work.  Lugs  projecting  from 
the  links  (Fig.  71)  are  required  for  the  various  types  of 
haulage  conveyors  and  many  styles  of  attachment  links 
are  available  for  this  purpose. 


452 


CONVEYOR  DETAILS 


Pivot  links  (Fig.  72)  are  used  on  rigid  arm  elevators  to 
carry  the  amis  and  braces.  For  some  types  of  slat  con 
veyors  attachment  links  are  fitted  with  rollers  (Fig.  73) 
of  large  diameter,  these  special  links  being  used  at  inter- 


Figs.  12,   73  and  74 

vals  in  the  chain  to  guide  and  support  the  apron.  For 
overhead  haulage  conveyors  when  the  chain  is  run  in  a 
horizontal  plane,  rollers  are  placed  in  the  plane  of  the 
link  (Fig.  74)  to  allow  the  latter  to  be  supported  on 
tracks  between  the  sprockets. 

Drives 

Elevator  and  conveyor  driving  mechanisms  are  made  up 
of  various  combinations  of  belts,  chains,  and  worm,  spur, 
bevel  and  friction  gears,  the  exact  arrangement  used  de 
pending  upon  the  type  of  conveyor,  the  speed  at  which  it 
is  run,  the  power  required  to  operate  it  and  the  speed  and 
location  of  the  motor  or  line  shaft  from  which  power  is 
taken. 

The  general  types  of  drives  arc  as  follows :  1.  Spur 
gears  (single  or  multiple  reduction).  -•  Bevel  gears.  3. 
Melt  (single  or  multiple  reduction).  4.  Chain  (single  or 
multiple  reduction).  5.  Worm  gears.  6.  Planetary  or 
internal  gear  reducers.  7.  Friction  gears.  8.  Combinations 
of  two  or  more  of  the  above. 

Spur  gear  drives  are  applicable  to  practically  every  type 
of  elevator  or  conveyor,  and  are  used  more  often  than 
any  other  form  of  drive.  The  efficiency  of  these  gears  is 
high,  they  are  easy  to  construct  and  install,  and  will  give 
satisfactory  service  under  the  most  severe  conditions.  The 
gears  are  usually  made  of  cast  iron  with  machine  molded 
or  cut  teeth,  the  latter  being  invariably  used  on  high  class 


Figs.   75,  76  and  77 

construction.  Motor  pinions,  due  to  their  high  speed,  are 
frequently  made  of  fibre  to  reduce  the  noise  of  operation. 

The  single  reduction  spur  gear  drive  (Fig.  75)  is  the 
cheapest  and  simplest  to  build.  It  is  used  for  low  reduc 
tions  especially  when  the  conveyor  is  operated  from  a  line 
shaft. 

The  double  reduction  gear  drive  (Fig.  76)  has  a  large 
field  of  application  to  belt  and  chain  type  elevators  and 
conveyors.  It  can  be  designed  to  give  a  reasonably  high 
reduction  and  is  usually  required  when  the  motor  is  di 
rect  connected  to  the  conveyor  without  a  belt. 

Triple  gear  reductions  (Fig.  77)  arc  used  only  for  very 
heavy  slow  moving  conveyors  and  elevators.  The  charac 
teristics  of  this  type  of  drive  are  great  strength  and  high 
reduction  of  speed. 

To  compensate  for  the  pulsating  motion  of  long  pitch 
chains,  the  driving  gear  is  sometimes  made  with  a  wave 


pitch  line  (Fig.  78)  and  is  meshed  with  an  eccentric 
pinion.  This  gives  a  compensating  drive  that  counteracts 
the  variations  which  would  occur  in  the  speed  of  the  chain 
if  circular  gears  were  used.  The  number  of  depressions 
in  the  gear  must  equal  the  number  of  teeth  in  the  chain 
sprocket,  and  the  location  of  these  depressions  in  relation 
to  the  teeth  of  the  sprocket  must  be  such  that  the  speed 
of  the  latter  is  reduced  at  those  joints  where  the  chain 
would  naturally  accelerate  its  motion  under  the  influence 
of  a  constant  speed  drive.  This  device  is  not  common, 
but  is  a  valuable  feature  on  long  pitch  pivoted  carriers, 
apron  conveyors  and  the  like. 

The  arrangement  of  ordinary  spur  gear  drives  for  belt 
conveyors  is  slightly  modified  when  a  tandem  drive  (Fig. 
79)  is  required.  This  drive  is  made  up  of  two  driven 
drums  geared  together  so  as  to  run  at  the  same  surface 
speeds,  the  belt  passing  around  first  one  drum  and  then 


Figs.   78   and    79 

the  other,  giving  a  very  powerful  drive  for  long  heavy  con 
veyors. 

Bevel  gear  drives  are  used  on  live  roller  conveyors, 
carousels,  and  when  a  right  angle  drive  is  required,  as 
for  example  when  the  line  shaft  from  which  power  is 
taken  is  located  parallel  to  the  conveyor. 

Melt  and  chain  drives  for  conveying  machinery  are  usu 
ally  used  in  combination  with  one  of  the  gear  type  redac 
tions.  The  amount  of  reduction  obtainable  with  a  single 
belt  or  chain  is  not  great,  but  on  some  portable  machines 
multiple  belt  and  chain  drives  are  used  because  of  their 
lightness  and  flexibility. 

The  worm  gear  drive  (Figs.  80  and  81)  is  one  of  the 
simplest  and  most  satisfactory  high  reduction  drives  that 
can  be  used  for  conveyor  and  elevator  work.  It  is  a  very 
efficient  device  when  correctly  designed  and  accurately  con 
structed,  but  unless  the  worm  and  gear  are  properly 
proportioned  for  the  work  to  be  done,  are  rigidly  sup 
ported — preferably  in  a  dust  proof  housing — and  gener 
ously  lubricated,  trouble  will  result. 

The  speed  reductions  practicably  obtainable  with  a  sin 
gle  worm  drive  vary  from  about  6  to  1  up  to  100  to  1, 
although  it  is  not  usual  in  conveyor  work  to  go  to  either 
of  these  extremes.  For  low  reductions,  say  up  to  15  to  1, 


Figs.  80  and  81 


spur  gears  are   in  general  use,  while  for  excessively  high 
reductions,    the   planetary    gear    reducer   or    a   combination 


FLIGHTS 


453 


of  worm  and  -.\>ur  gear.s  will  usually  give  better  results 
than  a  single  worm  drive. 

The  worm  is  generally  made  of  steel  and  the  wheel  of 
either  cast  iron  or  phosphor  bronze.  The  teeth  must  be 
kept  thoroughly  lubricated,  preferably  by  running  the 
gears  in  an  oil  bath.  This  calls  for  an  oil  tight  housing, 
and  also  makes  it  advisable  to  place  the  worm  below  the 
wheel  when  possible.  Thrust  bearings  should  always 
be  provided  for  both  worm  and  wheel  to  take  care  of  the 
end  thrust  developed. 

The  planetary  or  internal  gear  reducer   (Fig.  82)   works 


tip-keep  and  renewals  will  in  the  long  run  make  it  poor 
economy  to  use  this  type  of  drive  unless  the  feature  of 
slipping  when  overloaded  is  essential  to  prevent  damage 


Fig.  82 

on  the  well-known  principle  of  a  stationary  internal  gear 
meshing,  with  idler  pinions  carried  by  a  revolving  spider 
or  ring,  the  pinions  in  turn  engaging  a  gear  carried  by 
the  driving  shaft  concentrically  with  the  internal  gear.  By 
compounding  two  or  more  of  these  mechanisms,  very 
large  reductions  in  speed  can  be  obtained.  The  gearing 
should  be  enclosed  in  an  oil-tight  housing,  the  shaft  of  the 
reducer  being  direct  connected  to  the  motor  shaft  by  a 
flexible  coupling.  Planetary  gear  reducers  are  accurately 
constructed,  built  of  high  grade  material,  and  are  prob 
ably  the  most  efficient,  noiseless,  and  satisfactory  drives 
that  can  be  used  on  conveying  machinery.  They  take  up 
a  minimum  of  space  and  are  adaptable  to  almost  any  con 
ditions  of  speed  and  load.  Their  use  in  elevator  and  con 
veyor  drives  is  fast  increasing. 

Reducers  arc  sometimes  used  in  combination  with  worm 


Fig.  83 

gears  to  obtain  very  high  reductions  of  speed,  the  arrange 
ment  illustrated  (.Fig.  83)  being  designed  for  a  reduction 
of  850  to  1. 

Friction  gearing  is  made  in  both  the  spur  (Fig.  84) 
and  bevel  (Fig.  85)  types.  The  driving  pinion  is  usually 
made  of  fibre  or  straw  board,  and  the  driven  wheel  of 
cast  iron,  as  this  combination  has  a  high  coefficient  of 
friction  and  has  proved  itself  fairly  satisfactory  and  dur 
able  in  service.  The  driven  wheel  should  never  be  made 
of  fibre,  for  if  an  excessive  load  causes  the  gears  to  slip, 
the  driver  revolves  under  pressure  against  the  stationary 
driven  wheel,  and  if  the  latter  were  made  of  a  soft  mate 
rial,  flat  spots  would  be  rapidly  worn  on  its  face. 

Friction  gearing  has  a  very  limited  field  of  application 
to  conveyor  work,  as  it  is  not  as  efficient,  reliable  or 
durable  as  tooth  gearing.  Although  cheaper  in  first  cost, 


Figs.  84  and  85 

to  the  conveyor,  or  if  it  is  necessary  to  frequently  start 
and  stop  the  conveyor  without  stopping  the  motor  or  line 
shaft  from  which  it  is  run. 

Flights 

Conveyor  flights  of  wood  are  used  only  for  the  lighter 
classes  of  work.  They  are  usually  carried  by  a  single 
strand  of  chain  and  are  run  in  wooden  troughs.  Fig.  86 
shows  a  flight  of  this  kind  suspended  below  the  chain, 


Figs.  86  and  87 


while  Fig.  87  shows  the  chain  running  along  the  bottom 
of  the  trough,  the  flight  being  carried  above  it.  The  sus 
pended  flight  has  the  advantage  that  its  carrying  chain  is 
not  surrounded  by  the  material  being  conveyed  and  is 
therefore  subject  to  less  rapid  deterioration  than  if  the 
chain  were  covered  by  the  material.  The  suspended  type 
is,  however,  applicable  only  to  lower  run  conveyors,  the 
supported  type  being  required  when  the  material  is  han 
dled  in  the  upper  run. 

Steel  flights  are  used  for  all  kinds  of  service  from  the 
lightest  to  the  heaviest.  The  shape  of  the  flight  and  the 
weight  of  the  stock  from  which  it  is  made  depends  upon 
the  character  of  the  material  handled  and  the  required 
capacity  of  the  conveyor.  Straight  flights  are  common, 
but  the  curved  types  are  also  used.  For  extra  heavy 
work  malleable  iron  flights,  having  greater  durability  than 
sheet  steel,  are  often  employed. 

Single  strand  suspended  flights  (Fig.  88)  for  moderate 
and  heavy  duty  are  fitted  with  malleable  iron  wearing 
shoes  which  run  on  tracks  along  the  sides  of  the  con- 


Figs.  88  and  89 

veyor  trough  and  serve  to  support  the  flight.  Instead  of 
shoes,  rollers  are  frequently  placed  on  the  sides  of  the 
flight  to  act  as  supporting  and  guiding  members.  These 
rollers  are  carried  by  a  steel  axle  to  which  the  flight  is 
riveted. 
Flights  for  double  strand  conveyors  are  sometimes  re- 


454 


CONVEYOR  DETAILS 


•enforced  by  a  steel  axle  connecting  the  two  chains,  or  the 
centrally  hung  flight  (Fig.  89)  can  be  stiffened  by  an 
embossed  ridge  as  illustrated,  but  in  many  cases  the  flight 
itself  will  be  amply  stiff  to  resist  buckling  without  extra 
reenforcement.  These  flights  may  be  rigidly  attached  to 
the  chains,  or  a  hinged  joint  may  be  used  to  allow  for 
unequal  stretch  of  the  chains  without  resultant  bending  of 
the  flight. 

Gravity  Roller  Conveyor 

Wood  supports  for  roller  gravity  conveyor  (Fig.  90) 
are  sometimes  used  on  account  of  their  relatively  low 
cost  as  compared  to  steel.  A  straight  grained  hard  wood 
should  be  used  in  their  construction  and  for  outdoor  use 
the  wood  should  be  impregnated  with  a  creosote  preserva 
tive.  Legs  may  be  of  the  straight  or  of  the  horse  type  and 


Figs.  90  and  91 

either  with  or  without  adjustment  for  height.  Common 
wood  horse  supports  having  no  adjustment  are  frequently 
used  although  their  lack  of  adjustment  is  a  disadvantage. 

Steel  supports  arc  made  either  portable  or  stationary. 
The  portable  supports  (Fig.  91)  for  outdoor  use  are  of 
the  horse  type  having  the  height  adjustable  and  the  frame 
as  light  as  is  consistent  with  strength  and  rigidity.  The 
conveyor  sections  are  simply  laid  on  the  top  cross  bars 
of  these  supports. 

Stationary  indoor  supports  (Fig.  92)  consist  of  adjust 
able  angle  or  pipe  legs  bolted  to  the  conveyor  and  lagged 
fast  to  the  floor. 

Indoor  portable  supports  (Fig.  93)  are  usually  made  in 
the  form  of  adjustable  legs  which  are  bolted  to  the  con- 


Figs.  92  and  93 


veyor  sections  and  fitted  with  castors.  Castors  may,  how 
ever,  be  omitted  on  the  lighter  sections. 

For  suspending  the  conveyor  from  above  hanger  rods 
are  used.  These  are  threaded  on  the  lower  ends  and 
fitted  with  nuts  to  true  up  the  line  of  the  conveyor. 

The  earliest  types  of  bearings  for  roller  gravity  conveyor 
were  simple  steel  shafts  turning  in  holes  punched  in  the 
side  frames  (Fig.  94).  The  large  amount  of  friction  and 
rapid  wear  attendant  upon  this  construction  has  caused 


it  to  be  discarded  in  favor  of  the  anti-friction  bearings  at 
present   almost   universally   employed. 

A  modification   of  the   plain  bearing    (Fig.  95)    has   case 
hardened     threaded    bushings    in    which    the    roller    shaft 


Figs.  94  and  95 

turns.  This  construction  allows  of  the  roller  being  re 
moved  from  the  frame  by  unscrewing  the  threaded  bush 
ing,  and  also  permits  of  renewals  being  made  when  the 
bearings  become  worn.  These  plain  bearings  are  used 
only  in  connection  with  wood  rollers  on  conveyors  intended 
for  light  service. 

The  ring  type  stud  bearing  (Fig.  96)  is  occasionally 
used  on  milk  and  dairy  plant  conveyors.  It  is  an  im 
provement  over  the  plain  shaft  bearing  but  inferior  in 
operating  characteristics  to  the  ball  bearing  types  as  the 
frictional  resistance  is  considerable,  necessitating  a  greater 
pitch  to  the  conveyor  in  order  to  handle  a  given  com 
modity. 

The  ball  bearing  stud  (Fig.  97)  is  one  of  the  most  sat 
isfactory  types  of  construction,  as  with  it  friction  is  re 
duced  to  a  minimum,  cramping  of  the  bearing  due  to  pos 
sible  springing  of  the  side  frames  is  eliminated,  and 
weight  is  kept  down.  This  last  is  important  if  the  con 
veyor  is  to  be  portable.  Stud  bearings  are  used  with 
wood,  steel  or  cast  iron  rollers.  In  all  cases  the  ends  of 
the  rollers  are  completely  closed,  an  essential  feature  if 


Figs.  96  and  97 

liquids  of  any  kind  are  likely  to  come  in  contact  with  the 
conveyor.  This  bearing  is  therefore  standard  construction 
for  milk  and  dairy  plants,  chemical  works,  and  under  all 
conditions  where  water  can  get  into  the  bearings,  as  in 
outdoor  installations  and  for  handling  wet  objects. 

The  through  shaft  construction  with  ball  bearings 
(Figs.  98  and  99)  gives  a  thoroughly  satisfactory  conveyor 
for  boxes,  barrels,  castings  and  the  like.  Being  some 
what  heavier  than  the  stud  type,  particularly  with  the 
longer  and  more  closely  spaced  rollers,  it  is  especially 
adapted  to  permanent  installations.  When  used  under  very 
wet  conditions,  the  liquid  often  finds  access  to  the  interior  of 
the  roller  and  causes  trouble  from  corrosion  and  the 
formation  of  puddles.  This  type  of  construction  requires 
that  the  conveyor  have  sufficient  clearance  on  one  side 
for  the  removal  of  the  shaft  endwise  to  allow  the  roller 
to  be  taken  out  of  the  frame.  This  requirement  is,  how 
ever,  easily  met  in  the  majority  of  installations. 

Rollers  are  made  of  straight  grained  hard  wood,  steel 
tubing  (preferably  seamless)  or  of  cast  iron.  Standard 
straight  rollers  range  from  2  in.  to  3  in.  in  diameter,  with 
2J4  in.  as  the  ordinarily  accepted  standard. 

Wood  rollers  are  suitable  for  many  purposes  where  the 
service  is  not  heavy,  where  a  light  conveyor  is  required, 
or  when  first  cost  is  of  prime  importance.  They  are  not 
as  durable  as  steel  but  when  operating  conditions  call  for 


GRAVITY    ROLLER   CONVEYOR 


455 


their  use  it  has  frequently  hern  found  desirable  lo  employ 
them  with  the  full  knowledge  that  replacements  will  be 
required  after  a  certain  limited  period  of  service.  Some 
times  steel  ferrules  or  collars  are  forced  over  the  ends  of 
wood  rollers,  increasing  somewhat  the  strength  of  the  rol 
ler  to  resist  splitting  at  the  bearings  and  making  a  more 
durable  surface  for  carrying  the  load. 

Steel  rollers  are  usually  made  of  seamless  tubing  having 
ends  of  drawn  steel  or  cast  iron  forced  in  and  held  by 
crimping  or  spot  welding.  It  is  very  necessary  that  these 
ends  be  accurately  made  so  that  the  rollers  will  revolve 
about  their  true  centers  and  be  in  perfect  balance.  The 
usual  thickness  of  the  tubing  ranges  from  No.  16  gage 


more   branch   lines.     The  switch    section,   being   pivoted  at 
one  end,  can  be  swung  in  the  horizontal  plane  to  connect 


Figs.  98  and  99 


to  No.  12  gage  or  heavier,  but  it  is  desirable  to  keep  the 
revolving  parts  as  light  in  weight  as  is  consistent  with 
strength,  stiffness  and  durability. 

Cast  iron  rollers  are  not  common  for  general  package 
conveying,  but  the  concave  cast  iron  roller  is  widely  used 
when  cylindrical  objects  are  to  be  handled.  It  is  cored 
hollow  to  decrease  weight,  and  its  concave  carrying  sur 
face  forms  a  cradle  for  handling  such  material  as  pig 
iron,  shells,  rolls,  logs  and  the  like. 

Special  small  rollers  are  sometimes  used  for  conveyors 
handling  small  objects.  They  are  made  in  diameters  from 
Yn  in.  to  2  in.  in  diameter  and  are  spaced  as  close  to 
gether  as  possible.  Similarly,  for  special  purposes,  rollers 
larger  than  3  in.  diameter  have  been  successfully  used. 


Fig.  100 


When  two  or  more  lines  of  gravity  conveyor  are  re 
quired  to  deliver  to  one  main  trunk  line  a  converging 
section  (Fig.  100)  is  'used.  This  is  frequently  a  necessary 
feature  of  gravity  conveying  systems,  but  there  is  some 
times  danger  of  the  packages  jamming  at  this  point  if 
two  of  them  roach  the  "frog"  at  the  same  time. 


Fig.  101 

A  gravity  switch  section    (Fig.   101)   allows  packages  to 
be  delivered  selectively  from  a  single  trunk  line  to  two  or 


Fig.  102 


with  any  of  the  branch  lines  as  required.  This  is  a  very 
common  and  thoroughly  satisfactory  device. 

For  turning  corners  curved-sections  are  used.  They  are 
made  to  turn  through  any  required  angle,  22^  degrees, 
45  degrees  and  90  degrees  being  the  most  common.  The 
radius  to  the  outside  of  the  curve  may  be  made  to  suit 
the  specific  requirements  of  the  layout,  from  2  feet  6 
inches  to  4  feet  6  inches  being  usual. 

Curves  fitted  with  straight  rollers  are  satisfactory  for 
many  purposes,  particularly  where  comparatively  heavy 
material  is  handled.  Straight  roller  curves  should  usual 
ly  be  fitted  with  guards  on  the  outside  to  insure  the  pack 
ages  from  running  off. 

Tapered  rollers  (Fig.  102)  give  the  best  results  on 
curves.  The  amount  of  taper  depends,  of  course,  upon 
the  radius  of  the  curve,  being  greater  for  a  short  radius 
than  for  a  long  one. 


Pip.  103 

Double  or  differential  roller  curves  (Fig.  103),  in  which 
the  outer  rollers  move  faster  than  the  inner,  are  much 
used.  They  operate  in  a  somewhat  more  satisfactory  man 


ner  than  the  straight  rollers  but  do  not  have  the  perfect 
action  of  properly  designed  tapered   rollers. 

Straight  steel  slides  (Fig.  104)  are  often  of  value  in 
connection  with  stationary  installations  of  gravity  con 
veyor.  They  are  used  to  lower  material  from  an  overhead 
line  of  conveyor  down  to  the  floor  or  to  a  table,  and 
sometimes  from  one  floor  to  another,  although  for  this 


456 


CONVEYOR  DETAILS 


latter  purpose  spiral  chutes  are  usually  better.  The  line 
of  gravity  entering  the  straight  chute  should  be  given  a 
slight  downward  curve,  and  a  reverse  curve  should  be 
made  in  the  bottom  of  the  steel  slide  in  order  to  prevent 
the  packages  from  "digging  in"  between  the  rollers  as 
they  leave  the  slide.  The  slope  of  the  chute  depends  upon 
its  length  and  the  character  of  the  material  to  be  handled. 
By  hinging  and  counterweighting  certain  sections  of  a 
gravity  conveyor,  aisles  can  be  maintained  for  trucking, 
etc.  When  it  is  desired  to  use  the  passway,  the  hinged 
section  of  the  conveyor  can  be  raised,  stopping  temporar 
ily  the  flow  of  packages  but  allowing  a  clear  passage 
through  the  line  of  the  conveyor. 

Idlers 

Supporting  idlers  are  used  under  both  top  and  bottom 
runs  of  nearly  all  belt  conveyors.  Occasionally  on  very 
light  package  conveyors  the  belt  is  run  in  a  shallow  wood 
trough,  but  except  for  the  lightest  service  this  is  not  good 
practice  as  the  constant  dragging  of  the  belt  against  the 
bottom  of  the  trough  causes  excessive  wear  on  the  fabric. 
The  idlers  supporting  the  carrying  surface  of  the  belt  are 
spaced  close  enough  together  to  prevent  undue  sag  when 
the  conveyor  is  loaded  to  its  capacity.  The  type  of  con 
veyor,  the  material  handled,  and  the  size  of  the  belt  must 
all  be  considered  when  determining  this  spacing.  The 
idlers  under  the  return  side  are  usually  spaced  at  com 
paratively  long  intervals  since  their  purpose  is  merely  to 
support  the  empty  belt  and  some  sag  of  the  latter  is  not 
objectionable.  Idlers  should  lie  wider  than  the  belt  which 
they  carry  and  should  turn  freely  in  their  bearings.  Pack 
age  conveyor  belts  are  run  flat,  but  the  majority  of  instal 
lations  handling  loose  material  are  equipped  with  trough- 
ing  idlers  which  cause  the  belt  to  form  a  trough  from 
which  the  material  is  less  likely  to  spill  than  from  the 
surface  of  a  flat  licit. 

Straight  idlers  for  package  service  may  be  made  of 
plain  hard  wood  rollers  fitted  with  steel  pins  which  turn 
in  holes  drilled  in  strap  iron  hangers  but  this  is  not  good 
practice.  A  better  bearing  is  an  oiless  wood  bushing  sup 
ported  from  the  conveyor  framework  by  a  cast  iron  box. 
Recently  ball  bearing  idlers  have  been  developed  but  due 


J 


Fig.  105 


to  their  cost  they  have  not  as  yet  been  used  to  any  great 
extent.  Babbitted  bearings  are  commonly  used  and  arc 
satisfactory. 

Straight  idlers  for  package  conveyors  are  also  made  of 
=teel  tubing  with  cast  iron  or  pressed  steel  heads  and  a 
through  shaft.  Self-alining  bearings  arc  desirable  as 
they  prevent  cramping  of  the  roller.  For  light  duty  in 
department  store  work  the  bearings  are  carried  directly 
on  the  sheet  steel  sides  of  the  conveyor  run  (Fig.  105) 
these  sides  serving  also  as  guards  to  prevent  the  packages 
falhng  off  the  belt.  This  type  of  conveyor  is  usually  hung 
from  the  ceiling  by  rods,  vertical  adjustment  of  the  con 


veyor  as  a  whole  being  secured  by  nuts  on  the  lower 
ends  of  the  rods. 

For  heavier  service  the  framework  supporting  the  bear 
ings  is  a  structural  steel  member  (Fig.  106),  and,  if  nec 
essary,  special  wood  or  steel  guards  are  used  to  retain 
the  packages. 

A  single  concave  idler   (Fig.  107)    is  sometimes  used  to 


Fig.  106 

trough  the  belt  and  prevent  spilling  of  the  material  carried. 
If  this  construction  is  employed,  the  amount  of  troughing 
should  be  very  slight  as  otherwise  the  difference  in  velocity 
of  the  high  and  low  points  on  the  idler  will  be  sufficient 
to  cause  serious  wear  on  the  belt  due  to  slip. 

The  two  roll  idler    (Fig.   108)   allows  of  deeper  trough- 


Figs.  107  and  108 

ing  without  injurious  belt  slip.  It  is,  however,  less  suitable 
for  heavy  work  than  the  three  and  five  roll  types,  as  the 
belt  is  not  supported  at  the  center  where  the  load  is  great 
est.  The  belt  consequently  tends  to  sag  into  the  space 


Figs.  109  and  110 

between  the  rolls  and  the  latter  act  somewhat  as  a  rotary 
shear,  tending  to  cut  the  belt  in  two. 

Three  and  five  roll  idlers  (Figs.  109  and  110)  having 
the  rolls  set  approximately  on  an  arc  oi  a  circle  give  a 
very  perfect  support  for  the  belt  and  obviate  slip.  This 
is  the  most  commonly  used  construction  for  equipment 
handling  loose  material. 


Figs.  Ill  and  112 


Guide  rolls  are  sometimes  required  to  prevent  the  belt 
from  running  out  of  line  as  it  passes  over  the  idlers. 
These  guide  rolls  are  usually  used  on  the  carrying  side 
of  the  belt  (Fig.  Ill),  but  are  occasionally  fitted  to  the 
return  run  (Fig.  112)  as  well. 


PULLEYS,   PUSH   BARS  AND   RELEASES 


457 


The  majority  of  troughing  idlers  used  in  the  pa>t  have 
been  made  of  cast  iron.  A  comparatively  recent  develop 
ment  is  the  steel  idler  luted  with  ball  bearings  and  designed 
on  the  unit  principle.  In  this  design  each  roll  is  carried 
by  a  sheet  steel  bracket.  These  units  can  be  combined 
into  straight  or  troughing  idlers  of  any  required  size,  the 
amount  of  troughing  can  be  regulated,  and  a  light  weight 
but  very  strong  conveyor  is  the  result  of  their  use. 

A  few  concave  wood  idlers  have  been  used,  mainly  mi 
temporary  installations. 

Pulleys 

Belt  conveyor  pulleys  are  generally  made  of  cast  iron. 
steel,  or  wood,  the  belt  being  run  directly  on  the  bare 
face  of  the  pulley.  Pulleys  of  this  type  arc  made  cither 
solid  (Fig.  113)  or  split  (Fig.  114)  and  clamped  over 
the  shaft  with  bolts.  In  the  case  of  long  conveyors  it  is 
necessary  to  have  a  high  tractive  force  without  undue 
tension  on  the  belt,  and  for  this  reason  plain  cast  iron  or 
steel  driving  pulleys  are  rarely  used  for  heavy  duty,  as 
the  coefficient  of  friction  is  comparatively  low. 

Rubber  or  canvas  covered  head  pulleys  are  very  fre 
quently  used  for  long  conveyors.  The  covering  affords 
a  good  driving  surface  since  it  has  a  high  coefficient  of 
friction  and  hence  decreases  the  slip  of  the  belt  and  in 
creases  the  mechanical  efficiency  of  the  conveyor.  The 
cover  is  attached  to  the  face  of  the  pulley  by  cementing 
and  riveting  with  counter-sunk  copper  rivets. 

Pulleys  can  be  lagged  with  wooden  strips  in  place  of 
rubber  or  fabric  covering.  This  is  a  more  durable  con 
struction  and  is  often  used.  The  wood  has  a  much  higher 
coefficient  of  friction  than  iron  although  it  is  slightly  in 
ferior  in  this  respect  to  canvas  or  rubber. 

The  so-called  wood  pulley  is  built  up  of  laminated  wood 
strips  glued  together,  the  bore  being  bushed  with  an  iron 
sleeve.  It  is  similar  in  driving  qualities  to  the  wood  lagged 
pulley  but  is  less  capable  of  withstanding  moisture  and 
extremes  of  temperature. 

The  slat-bar  pulley  is  sometimes  used  on  conveyors  han 
dling  material  such  as  wet  clay  which  would  have  a  ten 
dency  to  pile  up  on  a  solid  face  pulley. 

Paper   pulleys    (Fig.    113)    are   built   up   of   layers   of   a 


Figs.  113  and  114 


special  kind  of  fibre  compressed  under  high  pressure  and 
fitted  with  cast  iron  hubs.  The  sheets  of  fibre  are  held 
together  with  iron  flanges  and  rivets  so  that  the  construc 
tion  throughout  is  substantial  and  durable.  Experiments 
have  proved  that  fibre  makes  one  of  the  best  friction  sur 
faces  known,  and  practical  experience  has  fully  confirmed 
this,  but  nevertheless  paper  pulleys  are  not  often  used 
on  conveyors. 

It  is  sometimes  necessary  to  use  dust-proof  pulleys  in 
the  boots  of  belt  type  bucket  elevators.  These  pulleys  have 
round  steel  plates  covering  the  ends,  thus  preventing  the 
entrance  of  the  material  being  handled  and  cutting  down 
the  power  required  for  operating  the  elevator. 


The  diameter  of  the  pulley  to  be  used  for  a  given  con 
veyor  depends  for  the  driving  pulleys  mainly  c,n  two  fac 
tors,  the  traction  required  and  the  thickness  of  the  con- 
veyor  belt.  The  diameter  must  be  sufficient  to  insure  that 
the  belt  will  not  >lip  on  the  pulley.  Naturally,  the  greater 
the  coefficient  of  friction  of  the  pulley  surface,  the  smaller 
the  diameter  possible.  As  to  the  bending  of  the  belt  over 
the  end  pulleys,  a  good  rule  is  not  to  use  a  pulley  of  less 
diameter  in  inches  than  three  to  four  times  the  ply  of  the 
belt. 

Push  Bars 

Push  bars  arc  used  for  handling  boxes  and  packages  on 
horizontal  and  inclined  conveyors  and  elevators.  The  old 
est  and  simplest  push  bar  was  a  block  of  wood  fastened 
to  a  single  or  double  strand  of  chain,  the  chain  running 
in  grooves  cut  in  the  conveyor  runway.  This  construction 
is  limited  to  conveyors  handling  light  packages. 

For  moderate  duty  two  strands  of  roller  chain  arc  con- 


Figs.  115  and  116 

nected  by  a  wooden  liar  (Fig.  115)  fastened  to  the  chain 
by  malleable  iron  swivel  attachments.  This  arrangement 
is  largely  used  on  conveyors  handling  baled  hay  and  straw 
and  similar  light  but  bulky  material.  For  ordinary  boxes 
of  moderate  weight  a  pipe  bar  (Fig.  116)  is  used  instead 
of  a  wood  slat,  while  on  the  heaviest  work  a  solid  steel 
shaft  is  necessary.  On  one  type  of  inclined  elevator  for 
handling  boxes  a  roller  bar  is  employed  so  that  if  the  box  is 
loaded  on  top  of  the  bar  instead  of  in  front  of  it,  the 
roller  will  more  easily  slide  out  under  the  box  and  let 
the  next  bar  pick  it  up. 

Releases 

On  some  types  of  power  driven  conveyors  it  is  necessary 
to  provide  safety  devices  to  guard  against  breakage  of  the 
machinery  in  the  event  that  it  is  overloaded.  The  usual 
method  for  taking  care  of  dangerous  overloads  is  to  use 
a  shear  pin  which  will  break  and  thus  prevent  a  more 
serious  accident  to  some  vital  part  of  the  equipment.  The 
shear  pin  should  be  placed  between  the  reduction  gearing 
and  the  conveyor  sprockets,  and  should  be  so  proportioned 
as  to  break  only  when  the  overload  reaches  a  point  above 
which  damage  to  the  chain  would  result.  A  pin  which 
is  too  weak  will  be  a  source  of  constant  annoyance  and 
lost  time  by  continually  breaking  under  small  overloads 


Fig.  11 


which   in  themselves  would  do  no   particular  harm  to  the 
conveyor.     To   eliminate   the   time    required   for    replacing 


458 


CONVEYOR   DETAILS 


a  broken  shear  pin,  several  automatic  overload  releases 
have  been  designed. 

One  type  of  overload  release  is  shown  in  Fig.  117.  A 
spider  keyed  to  the  shaft  has  triggers  pivotally  mou-.ted  on 
links  with  the  ends  engaging  notches  in  the  rim  of  a 
drum  and  a  roller  in  the  hub  of  the  spider.  Springs  regu 
lated  to  any  desired  pressure  by  adjusting  nuts  hold  the 
ends  of  the  triggers  on  the  rollers  under  normal  condi 
tions,  but  when  the  drive  is  overstrained,  the  compression 
of  the  springs  will  permit  the  ends  of  the  triggers  to  drop, 
releasing  connections  with  the  rim  and  allowing  the  ma 
chine  to  stop  immediately. 

To  place  the  triggers  in  driving  position  again,  a  collar 
is  provided,  having  fingers  which  engage  pins  in  the  lower 
ends  of  the  triggers.  By  turning  this  collar  by  means  of  a 
spanner  wrench,  the  triggers  will  be  moved  to  the  orig 
inal  position  and  the  outer  ends  will  at  the  same  time 
enter  the  notches  in  the  drum,  thus  renewing  the  trans 
mission  connection.  A  cover  encloses  the  entire  mechan 
ism,  protecting  it  from  dirt. 

Screw  Conveyors 

Screw  conveyor  troughs  are  frequently  built  of  wood 
(Fig.  118),  in  which  case  they  are  of  rectangular  shape, 
but  where  this  type  of  construction  is  used  the  trough  is 
lined  with  a  semi-circular  sheet  steel  lining. 

Sheet  steel  troughs  are  probably  the  most  common. 
They  are  built  in  various  sizes,  and  where  too  long  to  be 
made  of  a  single  sheet,  are  made  up  in  sections  and  riveted 
together  preferably  with  a  butt  joint.  This  joint  may  con- 


Figs.  118,  119  and  120 

sist  of  a  steel  plate  (Fig.  119)  to  hold  the  two  parts  of 
the  trough  together,  or  cast  iron  flanges  (Fig.  120)  may 
be  riveted  to  the  adjacent  ends  of  the  troughs  and  the  lat 
ter  secured  by  bolting  the  flanges  together. 


Figs.  121  and  122 

When  it  is  necessary  to  drain  material  while  it  is  being 
transported,  a  perforated  steel  tough  (Fig.  121)  is  occasion 
ally  found  useful. 

For  very  heavy  or  abrasive  work,  or  under  conditions 
of  severe  chemical  action,  cast  iron  troughs  (Fig.  122)  are 
more  durable  than  either  wood  or  sheet  steel.  These 
troughs  are  cast  in  short  sections  with  flanges  on  each 
end,  a  number  of  sections  being  bolted  together  to  form  the 
finished  trough. 

If  material  is  to  be  dried  during  its  passage  through  the 
trough,  a  steam  or  water  jacket  (Fig.  123)  can  be  used, 
and  as  with  fine  dusty  material  the  top  of  the  trough  may 
be  closed  in  with  a  dust  tight  cover.  This  cover  also 
prevents  the  throwing  oul  of  certain  loose  material  when 
the  speed  of  the  spiral  is  high. 

The  ends  of  screw  conveyor  troughs  arc  made  of  cast 
iron  plates  which  form  both  an  end  to  the  trough  and  a 
bearing  for  the  conveyor  shaft.  When  used  with  steel 


troughs  these  plates  (Fig.  124)  are  flanged  and  set  into 
the  end  of  the  trough,  the  trough  plate  being  riveted  to 
the  flange  of  the  casting.  For  wood  troughs  the  plate  is 
rectangular  in  shape,  fits  into  or  over  the  end  of  the 


•Water  Seal-, 


Steam  or  Water  Jacket 
Fig.  123 


tiough  and  is  held  in  place  by  bolts  or  screws.  The  most 
common  end  plate  (Fig.  125)  has  a  solid  bearing  box 
made  integral  with  the  casting  and  babbitted  or  bushed  with 
bronze. 


Figs.  124,  125  and  126 

A  plate  split  through  the  bearing  (Fig.  126),  the  two 
halves  being  bolted  together,  is  also  in  common  use. 

A  split  and  adjustable  bearing  fitted  to  the  end  plate 
(Fig.  127)  gives  a  convenient  means  of  lining  up  the  screw 
shaft  or  removing  it  from  the  trough  although  this  con 
struction  is  not  very  common. 

The  plate  at  the  discharge  end  of  some  types  of  screw 
conveyors  (Fig.  128)  is  often  provided  with  an  opening 
to  allow  the  material  to  flow  out  through  the  end  of  the 
trough. 

To  take  up  the  thrust  of  the  screw  a  special  end  thrust 
bearing  (Fig.  129)  is  frequently  used. 

Shaft  hangers  for  screw  conveyors  serve  the  double 
purpose  of  supporting  the  shaft  and  bracing  the  sides  of 
the  trough.  The  hanger  itself  can  be  made  of  steel,  or 
cast  iron,  and  the  bearing  box  may  be  of  chilled  iron  or 
lined  with  babbitt  or  bronze. 

The  bearing  box  of  the  ordinary  cast  iron  hanger  (Fig. 
130)  is  usually  split,  the  lower  half  being  held  in  place 
by  a  long  U-bolt  which  allows  it  to  be  easily  removed. 

When  handling  hot  material  the  conveyor  shaft  will 
expand  and  contract.  This  condition  calls  for  some  type 


Figs.  127,  128  and  129 

of  self-adjusting  hanger  which  can  automatically  adjust 
its  position  to  that  of  the  shaft.  The  hinged  hanger  (Fig. 
131)  will  successfully  meet  this  situation  as  the  bearing 
box  has  enough  flexibility  to  follow  the  variations  of  the 
shaft  but  at  the  same  time  prevents  it  springing  out  of 
alinement. 


SCREW   CONVEYORS 


459 


Hangers    for   square   shaft   screw   conveyors    (Fig.    132)  For   handling   exceptionally   heavy   loads  a   double   flight 

have  a  split  cylindrical  sleeve  with  a  square  hole  through  (Fig.    143)    can   often   be   used   to   advantage  as   this   type 

it  which  fits  over  the  shaft  and  turns  with  it  in  the  hanger  of  construction  decreases   the  load   carried   by   each   blade 

bearing.     The   sleeve   is   usually   made   of   chilled    iron   or  and  tends  to  make  the  flow  of  material  smoother, 
bronxe  and  the  hanger  bearing  of  cast  iron   either  chilled 
or  babbitted. 


Figs.  130,  131  and  132 

Strap  iron  or  steel  hangers  (Figs.  133,  134  and  135)  are 
used  largely  on  conveyors  handling  gritty  material.  They 
are  rarely  provided  with  means  for  adjusting  or  lubricat 
ing  the  bearing. 


Fig.  142 


Figs.  133,  134  and  135 

Two  common  types  of  discharge  gates  are  used  with 
screw  conveyors.  One  consists  merely  of  a  plain  hand 
operated  slide  (Fig.  136)  in  the  bottom  of  the  trough. 
The  rack  and  pinion  slide  (Fig.  137)  will,  however,  usu 
ally  be  found  more  satisfactory  as  it  is  more  easily  opened 
and  closed  and  is  less  likely  to  stick. 


Fig.  143 


Screw  conveyors  arc  frequently  used  on  material  which 
must  be  mixed  during  its  progress  through  the  conveyor. 
For  this  purpose  a  great  many  special  types  of  flights  are 


Figs.  136  and  137 

The  drive  for  a  screw  conveyor  is  usually  by  direct 
belt  and  pulley  to  a  line  shaft  or  an  individual  motor  or 
through  a  pair  of  mitre  gears  (Fig.  138)  located  at  the 
receiving  end  of  the  trough.  When  one  conveyor  dis 
charges  into  another  running  at  right  angles  to  it,  it  is 
usual  to  drive  the  second  screw  from  the  first,  either 


Fig.  145 


Figs.  138,  139  and  140 

directly  through  a  pair  of  mitre  gears  (Fig.  139),  or  by  a 
combination  of  mitres  with  chain  and  sprockets  (Fig.  140). 
Where  the  latter  type  of  drive  is  used,  the  material  drops 
from  the  first  conveyor  into  the  second,  giving  a  perfect 
transfer  with  no  chance  of  clogging. 

The  most  common  types  of  flights  used  on  screw  con 
veyors  are  made  of  sheet  steel  formed  either  in  a  con 
tinuous  spiral  strip  (Fig.  141)  or  in  short  spiral  sections 
(Fig.  142)  which  are  riveted  together  to  form  the  com 
plete  screw. 


Fig.  146 

u>ed.  The  simplest  mixing  flight  (Fig.  144)  has  small 
paddles  fastened  to  the  shaft  between  the  threads  of  the 
screw.  These  afford  a  gentle  stirring  action  on  the  mate 
rial  as  it  is  conveyed. 

By  cutting  away  portions  of  the  flights  (Fig.  145)  the 
flow  of  material  will  be  interrupted  at  frequent  intervals, 
by  combining  the  cut  flights  with  paddles  (Fig.  146)  a 


Fig.  147 

still  greater  mixing  can  be  made  to  take  place,  while  by 
cutting  the  flights  and  folding  the  cut  ends  out  parallel  to 
the  shaft  (Fig.  147)  a  maximum  stirring  effect  can  be 
obtained. 


460 


CONVEYOR  DETAILS 


For  very  heavy  material  which  requires  mixing  heavy 
cast  iron  paddle  flights  (Fig.  148)  may  be  used. 

For  light  service  a  ribbon  flight  (Fig.  149)  is  sometimes 
used,  and  if  in  addition  to  the  conveying  action  it  is  de 
sired  to  mix  the  material,  a  double  ribbon  (Fig.  150)  with 


Fig.  148 


Fig.  149 


Fig.  150 

or  without  the  addition  of  paddles  will  accomplish  this 
result.  The  ribbon  conveyor  is  well  adapted  to  the  han 
dling  of  very  loose  or  sticky  materials. 

Spiral   Chutes 

The  details  of  spiral  chutes  differ  considerably,  depend 
ing  upon  the  type  of  chute  and  the  practice  of  the  indi 
vidual  manufacturer.  In  general  the  runway  and  guard 
rail  are  made  of  sheet  steel  either  galvanized  or  black. 


Figs.  151  and  152 

Two  methods  of  assembling  the  runway  sheets  are  com 
monly  employed.  In  one  (Fig.  151)  the  upper  sheet  is 
lapped  over  the  lower  one  and  fastened  with  countersunk 
head  rivets.  In  the  second  type  of  runway  construction 
(Fig.  152)  the  sheets  are  turned  down  to  form  flanges, 
adjacent  sheets  being  bolted  or  riveted  together  along  these 
flanges.  This  construction  forms  somewhat  stiffer  supports 
for  the  individual  wings. 

For  the  usual  classes  of  service  the  runway  is  made  flat 


\ 


Figs.  153,  154  and  155 

on  a  horizontal  radial  line  (Fig.  153).  A  package  de 
scending  such  a  chute  will  be  forced  by  centrifugal  force 
against  the  guardrail,  its  speed  being  controlled  by  the 
friction  on  both  the  runway  and  guard.  The  heavier  the 


much  friction  and  will  move  at  approximately  the  same 
speed  as  the  heavier  one. 

When  barrels  and  similar  cylindrical  objects  are  to  he 
handled,  a  concave  runway  (Fig.  154)  forms  a  satisfac 
tory  carrying  surface  which  largely  prevents  turning  and 
spinning  of  the  article  during  its  descent. 

Another  type  of  concave  runway  (Fig.  155)  is  commonly 
used  on  spirals  handling  miscellaneous  articles.  It  is  de 
signed  with  the  object  of  handling  all  classes  of  commodi 
ties  at  a  uniform  speed,  the  principle  involved  being  that 
very  heavy  objects  which  tend  to  move  faster  will  be 
thrown  outward  on  the  curved  runway  by  centrifugal 
force  to  the  point  where  the  angle  of  descent  is  least  and 
will  thus  be  retarded,  while  light  packages  which  tend  to 
stick  will  seek  the  steeper  portion  of  the  chute  and  de 
scend  properly. 

Closed-center  spiral  chutes  (Fig.  156)  are  supported  on 
a  center  post— preferably  a  steel  pipe— to  which  the  inside 
edges  of  the  runway  wings  are  attached.  For  severe  ser- 


Figs.  156  and  157 

vice,  structural  steel  braces  can  be  run  from  the  outside 
edges  of  the  runway  to  the  center  post.  The  entire  weight 
of  the  closed-center  chute  is  supported  by  the  post  and 
carried  directly  on  a  foundation  under  the  post,  no  stress 


Fig.  158 


package,  the  faster  it  will  tend  to  move,  consequently  the  coming    upon    the    floors    of   the    building.      This    type    of 

more  firmly  it  will  be  pressed  against  the  guard  and  the  chute  occupies  a  minimum  amount  of  floor  space,   is  rea- 

more  its   speed   will   be   reduced.     A   light   package,   being  sonable  in  first  cost  and  can  be  readily  rendered  safe  from 

held  against  the  guard  with  less  force,  is  not  subject  to  as  fire  hazard  due  to  the  floor  openings. 


SPIRAL   CHUTES   AND   SPROCKETS 


461 


Open-center  spiral  chutes  (Fig.  157)  are  supported  by 
hangers  from  the  ceiling  or  on  structural  steel  frames. 
They  are  also  often  carried  on  a  central  post  having  long 
radial  steel  arms  upon  which  the  runway  proper  is  se 
cured.  This  form  (Fig.  158)  is  generally  called  an  open- 
ccntcr-with-post  spiral  chute.  Open  center  chutes  require 
a  guardrail  on  each  side  of  the  runway.  They  occupy 
considerably  more  floor  space  than  the  closed  center  type 
of  the  same  capacity,  but  will  accommodate  a  somewhat 
larger  package  for  the  same  width  of  runway. 

Fire  doors  are  required  at  all  openings  where  a  spiral 
chute  passes  through  floors.  These  doors  should  be  held  opm 
by  a  fusible  link  which  melts  and  allows  the  door  to  close 
positively  in  the  event  of  a  lire. 

The  vertical  sliding  lire  door  (Fig.  159)  is  probably  the 
most  common  and  satisfactory  type.  It  consists  of  a  steel 


Figs.  159  and  160 

panel  which  is  normally  supported  by  a  chain  and  fusible 
link  but  is  free  to  slide  in  vertical  steel  guides.  When  this 
door  is  closed  it  tits  snugly  into  the  chute  and  effectively 
closes  off  all  connection  between  floors. 

On  multiple  blade  spiral  chutes  it  is  often  found  that 
sufficient  clearance  is  not  available  between  the  blades  to 
allow  of  the  application  of  a  vertical  sliding  lire  door.  In 
this  case  a  roller  shutter  door  must  be  used,  as  it  takes 
up  the  least  possible  amount  o(  space  when  open  and  at 
the  same  time  affords  satisfactory  fire  protection. 

Hinged  fire  doors  are  used  under  many  conditions.  At 
the  top  entrance  to  the  chute  a  hinged  door  forms  a  very 
simple  and  practical  arrangement.  When  the  chute  is  en 
tirely  enclosed  in  a  well  or  steel  housing,  the  exits  and 
entrances  through  the  housing  can  conveniently  be  pro 
tected  by  hinged  doors  (Fig.  160),  although  the  vertical 


Figs.  161  and  162 

sliding  door,  counterweighted  so  as  to  slide  easily  up  and 
down  is  also  applicable  to  these  conditions.  Some  types 
of  open  center  chutes  are  fitted  with  hinged  fire  doors  at 
intermediate  floors  (Fig.  161).  Such  doors  close  down 
flat  against  the  floor  and  have  a  projecting  lip  which  drops 
into  the  runway  of  the  chute  completely  closing  the 
opening. 


Loading  spiral  chutes  at  intermediate  floors  may  be  pro 
vided  for  by  hinging  a  portion  of  the  spiral  (Fig.  162)  so 
that  it  may  be  lifted  to  give  a  free  inlet  from  a  gravity 
roller  or  other  conveyor.  Loading  at  intermediate  floors  may 
be  accomplished  also  by  means  of  an  inlet  slide  (Fig.  163)  if 
the  packages  are  heavy,  but  light  packages  can  be  readily 


Figs.  163  and  164 

loaded  over  the  guardrail.  An  inlet  slide  is  a  short 
straight  chute  entering  the  spiral  runway  at  a  tangent  to 
its  outside  edge.  The  guardrail  of  the  spiral  is  either 
hinged,  as  shown,  or  made  to  lift  out  at  the  point  where 
the  inlet  slide  intersects  the  runway  bed.  All  spirals  should 
be  loaded  tangentially  at  the  outside  guardrail.  Attempts 
have  been  made  to  load  open  center  spirals  from  the  inner 
guard,  but  this  has  not  proved  satisfactory. 

Spiral  exits  (Fig.  164)  can  be  placed  at  any  floor.     They 
often    consist    of    straight    chutes    intersecting    the    runway 


Figs.  165  and  166 


on  the  outer  side.  Ry  removing  a  section  of  the  spiral 
guard  at  the  point  where  the  exit  slide  meets  it,  packages 
descending  the  chute  will  be  delivered  at  the  desired  floor. 

Another  type  of  exit  slide  is  a  hinged  chute  which  can  be 
dropped  into  the  spiral  runway  over  the  guardrail  of  the 
latter.  This  chute  should  be  counterweighted  so  that  when 
not  in  use  it  can  be  swung  up  out  of  the  runway  and  thus 
allow  packages  to  continue  on  down  the  spiral. 

The  exit  chute  at  the  foot  of  a  spiral  can  be  made  to 
deliver  to  the  floor,  to  a  table,  or  to  a  conveyor.  It  is 
good  practice  to  curve  these  chutes  in  the  vertical  plane 
so  that  packages  will  discharge  smoothly.  A  convenient 
portable  exit  chute  (Fig.  165)  has  its  outer  end  adjust 
able  so  that  packages  can  be  delivered  to  the  floor  or  to 
trucks  of  any  height.  One  of  the  most  common  arrange 
ments  (Fig.  166)  is  for  the  spiral  chute  to  deliver  to  a 
gravity  roller  conveyor. 

Sprockets 

Sprockets  are  usually  made  of  cast  iron,  the  teeth  being 
cast  to  shape  and  either  left  rough  or  smoothed  up  with 
an  emery  wheel.  Chill  casting  the  teeth  and  rim  gives  a 
harder  wearing  surface  and  a  more  durable  sprocket.  For 
the  heaviest  duty  cast  steel  is  used. 

Sprocket  wheels  are  made  either  solid  or  are  split  and 
the  two  halves  bolted  together.  The  solid  sprocket  (Fig. 
167)  is  the  more  commonly  used,  although  the  split  type 
can  be  removed  and  replaced  on  the  shaft  without  remov- 


462 


CONVEYOR  DETAILS 


ing  the  latter  from  its  bearings.  This  feature  is  not  pos-  type  (Fig.  172)  having  a  ratchet  wheel  keyed  to  the  driv- 
ses<=ed  by  the  solid  type,  which  can  only  be  removed  by  ing  shaft,  steel  rollers  carried  in  the  teeth  of  the  ratchet, 
driving  it  off  the  end  of  the  shaft.  and  an  outside  casing  fastened  to  the  conveyor  framework. 

As   the   wear   on   sprockets  comes   entirely  on   the   teeth,       Reversed  motion  of  the  shaft  wedges  the  rollers   between 
the   latter   are   frequently   made   removable.     This   is   good       the  wheel  and  casing,  and  locks  the  shaft, 
practice   when   working  conditions  are  so  severe   that   fre-  A  patented  safety  stop   (Fig.  173.),  which  is  used  by  one 

manufacturer  of  conveying  machinery,  has  a  split  hub 
which  is  clamped  over  the  hubs  of  the  driving  pinion  by 
four  bolts.  Compression  springs  under  the  bolt  heads 


Figs.  167  and  168 


quent  renewals  due  to  sprocket  wear  are  necessary,  as 
new  teeth  can  be  put  in  place  in  a  fraction  of  the  time 
required  to  remove  a  worn  sprocket  from  its  shaft  and  re 
place  it  with  a  new  one.  Different  methods  for  holding 
the  removable  teeth  are  in  use.  They  may  be  tongued 


Figs.  169  and  170 

and  bolted  to  the  rim  df  a  plain  wheel  (Fig.  168),  inset 
and  bolted  to  the  side  of  the  wheel  (Fig.  169),  or  inset  and 
bolted  to  the  face  (Fig.  170)  in  various  ways. 

Stops 

If  an  inclined  or  vertical  conveyor  is  operating  under 
load  and  the  driving  belt  breaks  or  the  power  is  shut  off 
there  is  a  tendency  for  the  conveyor  to  reverse  its  direc 
tion  of  motion  and  carry  its  load  back  to  the  receiving 
point.  This  would  do  considerable  damage  both  to  the 
conveyor  and  its  load  under  many  conditions,  as  well  as  be 
a  source  of  danger  to  the  operators.  Safety  stops  are 


Figs.  171  and  172 

therefore  sometimes  used  to  prevent  such  accidents,  these 
stops  being  either  ratchets  or  automatic  brakes  applied  to 
some  portion  of  the  driving  machinery  and  so  arranged 
as  to  prevent  backward  motion  of  the  conveyor. 

The    simplest    stop    is    the    common    ratchet    wheel    and 
pawl    (Fig.    171).      Another   variety    is    the    roller   ratchet 


Figs.  173  and  174 


furnish  sufficient  pressure  to  make  the  stop  tend  to  re 
volve  with  the  pinion  but  allow  the  latter  to  turn  inside 
the  former  if  the  stop  itself  is  prevented  from  turning. 
When  the  pinion  is  running  forward  the  stop  turns  with  it 
until  a  pin  on  the  hub  strikes  the  conveyor  framework  and 
prevents  its  further  motion.  If  the  power  goes  off  and  the 
pinion  starts  to  run  backward,  friction  carries  the  stop 
with  the  entire  mechanism  which  locks  the  gear  and  pre 
vents  further  backward  motion.  When  power  is  again 
applied,  however,  the  stop  returns  to  its  original  position, 
releasing  the  gear  and  allowing  the  conveyor  to  continue 
its  forward  motion. 

Another  stop  (Fig.  174)  which  operates  on  much  the 
same  principle  as  that  just  described  has  two  friction  oper 
ated  pawls  which  engage  with  the  teeth  of  both  pinion  and 
gear. 

Worm  gear  driven  conveyors  rarely  require  the  use  of 
stops  as  the  worm  mechanism  ordinarily  is  designed  to  be 
self-locking. 

It  is  hardly  necessary  to  add  that  these  safety  stops  can 
not  be  applied  to  reversible  conveyors. 

Take-ups 

A  take-up  is  a  device  used  on  belt  and  chain  conveyors 
for  keeping  the  chain  or  belt  at  the  proper  tension.  Belts 
will  stretch  in  service,  the  wear  on  chain  joints  will  cause 
the  chain  to  elongate,  and  it  is  essential  that  means  be 
provided  for  taking  up  the  resulting  slack. 

The  take-up  used  for  all  chain  type  conveyors,  elevators, 
and  on  the  majority  of  belt  conveyors  consists  of  bearing 
boxes  which  can  be  adjusted  in  guides  by  means  of  screws, 
these  boxes  forming  the  bearings  for  the  shaft  which  carries 
the  idler  sprockets  or  drum.  The  guides  forming  a  rigid 
support  for  the  box  are  designed  to  attach  directly  to 
the  conveyor  framework,  and  are  accordingly  made  in 
a  number  of  styles  to  meet  the  requirements  of  practice. 

The  so-called  "standard  take-up"  used  for  medium  duty 
bucket  elevators  is  available  in  two  styles  generally  desig 
nated  as  "A"  and  "B,"  respectively.  In  style  "A"  (tig- 
175),  the  screw  advances  with  the  box,  while  in  style  "B" 
(Fig.  176),  the  box  travels  along  the  stationary  screw. 
When  the  screw  moves  with  the  box,  it  is  always  necessary 
to  allow  enough  clearance  for  manipulating  it  when  in 
the  extreme  outward  position.  A  ratcheting  handle  instead 
of  a  hand  wheel  is  often  used  for  turning  the  screw  where 
space  is  limited  or  when  the  force  required  for  adjusting 
the  box  is  considerable,  as  in  the  case  of  some  bucket 
elevators  with  the  take-up  at  the  top.  When  used  in  con- 


TAKE-UPS  AND  TIGHTENERS 


463 


junction  with  a  housed-in  bucket  elevator,  the  adjustable 
bearing  box  (Fig.  177)  carries  a  dust  slide  which  effectively 
prevents  the  escape  of  material  from  the  elevator  no 
matter  in  what  position  the  box  is  set.  Occasionally  the 
outer  end  of  the  box  is  itself  closed  as  a  protection  to  the 
bearing. 

Floor  stand  take-ups  (Figs.  178  and  179)  arc  used  at 
the  head  ends  of  some  types  of  elevators.  The  supporting 
frames  are  arranged  to  stand  directly  on  the  floor,  the 


Figs.  175,  176,  177,  178  and  179 


adjustment  being  vertical.  The  screws  may  be  arranged  to 
be  either  in  tension  or  compression. 

The  simple  take-up  (Fig.  180)  has  a  box  guided  by  a 
single  tongue  and  groove  joint.  It  is  suitable  only  for 
use  on  the  lighter  types  of  conveyors. 

F.ither    cast    iron     (Fig.    181)     or    steel    frame    take-ups 


Fig.  180 

can  he  used  for  heavy  duty.  In  these  the  box  is  rigidly 
supported  by  an  extra  wide  frame,  and  the  latter  is  designed 
so  that  the  stresses  are  all  centralized,  and  the  screw  is 


The  double  pipe  take-up  is  fitted  with  a  self-alining 
bearing  carried  on  pipe  frames.  For  heavier  work,  steel 
shafting  is  used  in  place  of  pipe,  but  this  take-up  is  not 


Fig.  181 


in  direct  tension  or  compression,  thus  attaining  the  maxi 
mum  strength  and  rigidity.  Heavy  take-ups  are  also  made 
in  the  stationary  screw  type. 

On  protected  screw  take-ups  (Fig.  182)  the  bearing  box 
travels  along  the  screw,  the  latter  turning  but  not  advanc 
ing  with  the  box.  This  allows  the  supporting  frame  to 
act  as  a  cover  protecting  the  screw  from  dirt  and  corro 
sion.  The  box  is  usually  of  the  split  type,  and  may  be 
made  self  alining.  The  seat  upon  which  it  rests  may  be 
cither  flat  or  triangular,  the  triangular  type  having  certain 
advantages  such  as  greater  strength  for  equal  weight,  and 
less  chance  for  dirt  to  accumulate  on  the  guide.  These 
take-ups  are  used  principally  on  out-door  equipment. 


Fig.  182 

suitable  lor  very  heavy  duty  as  it  is  not  as  rigid  as  those 
types  especially  designed  for  severe  service. 

When  it  is  desirable  to  locate  the  take-up  at  the  driving 
end  of  the  conveyor,  this  can  often  be  done,  although  it 
is  not  a  very  common  practice.  If  the  drive  is  through 
spur  gears,  a  double  bearing  head  take-up  will  be  required 
to  meet  this  condition. 

A  spring  take-up  (Fig.  183)  allows  the  bearing  box  to 
adjust  itself  within  a  limited  range  to  variations  in  tension 
on  the  belt  or  chains.  This  is  a  particularly  valuable 
feature  in  connection  with  chains  of  long  pitch.  Such 
chains  always  run  with  a  constantly  varying  tension  if  the 
two  sprocket  shafts  are  held  in  a  fixed  relation  to  each 
other,  but  the  spring  take-up  will  automatically  compensate 
for  this  variation  and  make  for  a  smoother  running  and 
more  lasting  installation. 

On  all  the  preceding  take-ups  adjustment  is  made  by 
hand.  As  the  belt  stretches  or  the  chains  wear,  the  operator 
compensates  for  the  stretch  by  moving  the  take-up  screws 
an  amount  which  his  judgment  indicates  as  correct.  This 
personal  factor  can  often  be  eliminated  on  belt  conveyors 


Fig.  183 

by  the  use  of  a  gravity  take-up  which  automatically  main 
tains  the  proper  tension  on  the  belt.  Roth  horizontal  and 
vertical  gravity  take-ups  are  in  common  use.  They  may 
be  located  at  any  point  along  the  slack  side  of  the  belt, 
but  if  convenient  they  should  be  placed  close  to  the 
driving  end.  as  at  this  point  the  slack  in  the  belt  is 
greatest,  and  the  take-up  will  consequently  be  most 
effective. 


Tighteners 


A  chain  tightener  is  a  small  sprocket  or  flanged  wheel 
carried  by  an  adjustable  bracKct  in  such  a  way  as  to  bear 
against  the  slack  side  of  a  running  chain  and  serve  the 
purpose  of  a  take-up.  Tighteners  are  used  principally  in 
connection  with  transmission  chain  where  the  relative  posi 
tion  of  the  driving  and  driven  sprockets  is  fixed  and  the 
ordinary  take-up  is  therefor  not  applicable. 

\  swing  tightener  (Figs.  184  and  1851  is  the  easiest 
to  adjust,  as  it  is  necessary  merely  to  loosen  the  bolt  in 
the  slot,  swing  the  tightener  up  against  the  chain,  and 
tighten  the  bolt.  Very  often  these  tighteners  are  not 
fastened  rigidly  but  are  held  against  the  chain  by  a  spring 
or  weight. 

The  plate  tightener   (Fig.  186)   is  fastened  by  two  bolts 


464 


CONVEYOR  DETAILS 


passing   through   elongated   holes   in   the   plate.     It   is   less 
apt  to  work  loose  than  the  swing  type. 

The   fork   tightener    (Fig.    187)    is    similar   to   the   p'ate 
type  except  that  the   stud  on   which   the   idler   wheel   runs 


Figs.  184  and  185 


Figs.  186  and  187 

is  not  overhung  but  is  supported  on  both  sides  of  the 
wheel.  This  tightener  is  sometimes  used  in  place  of 
a  take-up  on  very  light  conveyors,  as  it  is  considerably 
cheaper  than  the  conventional  take-ups. 

Trays 

Trays  are  used  in  place  of  arms  for  carrying  the  load  on 
the  balanced  types  of  automatic  and  setni-antomatic  con 
tinuous  motion  vertical  elevators  for  packed  material. 
They  are  always  carried  between  two  strands  of  chain 
and  pivoted  so  as  to  hang  vertically.  The  load,  being 
centralized  between  the  chains,  has  little  tendency  to  pull 
them  out  of  line.  Trays  can  be  loaded  at  any  point  and 
the  load  is  carried,  upright  at  all  times,  so  that  open  boxes, 
crates,  etc.,  and  fragile  articles  such  as  bottles  and  table 
ware  can  be  safely  handled. 

The  simple  platform  tray  (Fig.  188)  is  useful  only 
on  elevators  which  are  manually  loaded  and  unloaded. 
It  is  built  of  wood  with  steel  hangers  for  light  service, 
or  of  all  steel  for  heavy  duty. 

Barrels   and  drums   are   handled   on   curved   linger  trays 

St) 


Figs.  188  and  189 

(Fig.  189)  which  allow  of  automatic  loading  and  dis 
charge.  The  curved  fingers  form  a  cradle  which  prevents 
the  barrel  from  rolling  off. 

Boxes  and  crates   usually  require   a  straight  finger   tray 


5) 


Figs.  190,  191  and  192 

(Fig.    190)    for    successful    handling    if   automatic    loading 
and  discharge  are  necessary. 


If  both  cylindrical  and  flat  packages  must  be  handled  on 
the  same  elevator,  a  combination  curved  and  straight 
linger  tray  (Fig.  191)  can  often  be  used  to  advantage. 

Automatic  elevators  which  receive  and  discharge  to 
gravity  conveyor  are  fitted  with  special  types  of  trays 
(Fig.  192),  which  are  arranged  with  steel  fingers  to  pass 
between  the  rollers  of  the  conveyor.  They  can  be  loaded 
automatically  only  on  the  upward  moving  side.  These 
trays  may  be  center-hung  as  shown,  suspended  from 
diagonal  corners,  or  of  the  cantilever  type. 

Troughs 

Troughs  for  flight  conveyors  are  sometimes  constructed 
of  wood  planking,  but  modern  practice  tends  to  the  use 
of  sheet  steel  as  being  more  serviceable. 

Many  types  of  troughs  are  used  for  flight  conveyors. 
The  thickness  of  the  stock  usually  varies  from  Xo.  12 
gage  to  one-quarter  of  an  inch,  the  edges  of  the  trough 
(  Figs.  193  and  194)  being  frequently  reenforced  with 
angle.  Z-bar  or  other  stiffeners  which  form  a  track  for 
the  chain  or  rollers  which  support  the  flights.  For  ease 
of  manufacture  and  convenience  in  handling  and  erecting, 
steel  troughs  are  made  in  sections  up  to  eight  feet  in 
length,  these  short  sections  being  spliced  together  to  form 
the  finished  trough. 

Two  methods  are  in  use  for  making  the  splice  between 
adjacent  sections  of  the  trough.  When  the  lap  joint  (Fig. 
196)  is  employed,  the  sections  should  be  set  up  so  that  the 


Figs.  193  and  194 


direction  in  which  the  material  moves  is  as  indicated  by 
the  arrow.  The  butt  joint  (Fig.  195)  gives  a  perfectly 
smooth  inside  surface  to  the  trough  but  involves  the  use 
of  an  extra  steel  strap  which  is  riveted  to  each  section 


Figs.  195  and  196 

at  the   joint  and   is   therefor  somewhat   more  expensive  to 
construct. 

To  discharge  material  from  the  conveyor  at  intermediate 
points  along  the  run,  it  is  necessary  to  provide  gates  in 
the  bottom  of  the  trough  which  can  be  opened  or  closed 
as  required.  Plain  hand  operated  slides  and  drop  doors 


Fig.  197 


are  sometimes  used  for  this  purpose  but  are  usually  not 
as  convenient  and  satisfactory  as  the  rack  and  pinion  gate 
(Fig.  197)  which  slides  in  guides  under  the  trough  and  is 
operated  by  a  hand  wheel. 

Troughs   for   screw   conveyors    will    be    found   described 
under  the  head  of  "Screw  Conveyors." 


ELEVATORS 

Hand,  Belted,  Electric,  Hydraulic,  Special 


A  Treatise  Covering  the  Development,  Construction  and 
Application    of    Elevators,    Including    Discussions    of 
Capacities,   Loading  and  Unloading  Time,   Speeds, 
Acceleration,    Retardation,    Schedules,    Location 
and  Layout,  Motive  Power,  Types  of  Motors, 
Power  Consumption,  Winding  and  Traction 
Engines,    Control,    Types    of    Controllers, 
Switches,    Braking,    Auxiliary    Devices 
and  Safety  Codes  for  the  Construc 
tion  and  Maintenance  of  Elevator 
and  for  Power  Transmission 
Machinery 


By 

A.  A.  ADLER 

Member,  American  Society  of  Mechanical  Engineers 


Elevators 


B 


EKOKK  ENTKKINC  INTO  A  DISCUSSION  of  the  technical  fea-  Many  manufacturers  entered  the  hydraulic  elevator  field 

tures   of  the  elevator   it   might  be   well   to   review   its  and   various   interesting  types   were   brought  out.     Charles 

history.     A  special  type  of  elevator  may  be  proposed  R.   Otis   developed  the   beam-engine   construction  of  which 

for  a  given  duty ;   expenditure  of  both   energy  and   capital  only   few   were   built  and   the   Whittier   Machine   Company 

can  often  be  avoided  through  a  detailed  knowledge  of  his-  brought  out  the  horizontal  machine.    The  horizontal-cylinder 

tory   of  the  development   of  elevators    which   may   disclose  machines  of  the  "push"  and  of  the  "pull"  type  soon  became 

that  long  ago  such  a  type  had  been  used  and  found  wanting.  the   standard  elevators.     They  had  to   lie  geared   in   order 

A  study  of  conditions  contemporary   with   its  development  lo  permit  their  use  in  the  high   rise  buildings  which  were 


may  also  show  why  it  was  discarded. 


then   (1880)   being  constructed  in  fairly  large  numbers. 


The  first  elevator  on  record  was  used  for  passengers  and  Early  hydraulic  elevators  were  operated  by  gravity  pres- 

freight    in    the   convent   of    St.    Catherine   on    Mount   Sinai  sure,  having  an  open  tank  on  the  roof.     Since  the  buildings 

about  the  middle  of  the  sixth  century ;  it  was  operated  by  a  were  not   very   high   from  30   Ib.   to   SO   Ib.   was   the   usual 

capstan.    About  the  middle  of  the  seventeenth  century  Vela-  pressure.     When  the  demand  for  greater  load  and  higher 

yer  of  Paris  invented  a  "flying  chair."     It  was  probably  op-  speed  appeared  the  gravity  system  had  to  be  abandoned  in 


erated  by  means  similar  to  that  of  the  present  hand  hoists. 
Perhaps  the  first  plunger  machine  was  installed  in  the 
Capuchin  church  at  Vienna  some  time  in  the  latter  part  of 
the  eighteenth  century. 

Important  forerunners  to 
the  modern  elevators  started 
with  Sir  William  Arm 
strong's  hydraulic  elevator 
used  in  England  in  1846.  He 
also  employed  the  separate 
pump  and  the  pressure  tank 
system.  About  1850  lie  in 
vented  the  weighted  ac 
cumulator  used  at  a  much 
later  date  with  high  pres 
sure  hydraulic  installations. 

Edoux  of  Paris  in  1867 
exhibited  the  first  model  of 
a  plunger  elevator  using 
counterbalance  and  details 
resembling  those  of  standard 
machines  of  a  ,  few  years 
ago. 

In    America    the    industry 


Development  of  the   Elevator. 

Factors  of  the  Elevator  Problem:  Capacity; 
Schedules;  Size  and  Number  of  Cars;  Eco 
nomics;  Location;  Power  Consumption. 

Electric  Elevators:  Winding  Engines;  Traction 
Engines;  Belt  Drives;  Braking;  Control; 
Controllers. 

Hydraulic;  Pneumatic;  Steam-Driven;  Hand 
Power;  Portable. 

Auxiliary   Devices  and   Details. 

Elevator  Installations. 

Safety  Code  for  Construction,  Operation  and 
Maintenance. 


favor  of  the  pressure  tank  systems.  Here  the  higher  pres 
sure  was  obtained  by  pumping  water  into  closed  tanks  into 
which  a  certain  amount  of  air  was  introduced.  The  air 

acted  to  relieve  the  elevator 
car  of  the  pulsations  of  the 
reciprocating  steam  pumps 
which  formed  the  standard 
equipment.  An  important  in 
stallation  of  this  kind  went 
into  the  Mutual  Life  Build 
ing,  New  York,  in  1884. 

The  further  development 
of  the  pressure  tank,  first 
used  by  Sir  William  Arm 
strong  at  a  much  earlier  date 
but  rfintroduccd  as  the 
Hinkle  system,  was  in  the 
line  of  higher  pressures  up 
to  about  175  Ib.  This  per 
mitted  the  use  of  cylinders 
of  smaller  diameter  since  it 
was  necessary  to  "stack" 
the  elevators  in  order  to 
economize  space.  There  was 


started    about    1850.      Among   pioneers    in    this    field    were      a  tendency  to  return  to  the  gravity  system  in  1910,  for  the 
Henry  Waterman,  of  New  York;  George  Fox  &  Company,      buildings  of  that   time  reached  heights   sufficient  to  obtain 


of  Boston,  Mass. ;  William  Adams  &  Company,  of  Boston, 
and   Mr.  Otis  Tufts,  of  Boston,   who   constructed  the  first 


the   pressures    required    to    operate    the    standard    elevator 
equipment  of  that  period.     In  very   large   installations   the 


passenger  elevator  in  America.     Tufts  made   steam-driven      low-pressure  hydraulic  systems  were  at  a  disadvantage  he- 


drum   machines    and    in    1859    invented   his    vertical    screw 
elevator.     Only  two  of  these  machines  were  built,  one  of 


cause  of  the  space  occupied  by  the  cylinders  and  piping. 
The  development  in  this  direction  led  to  the  installation 


which  was  installed  in  New  York  and  the  other  in  Phila-  of  high  pressure  systems  of  about  750  Ib.  working  pressure, 
delphia ;  they  continued  in  service  until  about  1875.  The  A  large  number  of  plants  of  this  kind  were  installed  ;  in 
principle  of  the  vertical  screw  elevator  was  the  same  as  a  these  the  pressure  tank  was  replaced  by  the  weighted  ac- 


bolt  and  nut ;  the  car  in  this  case  contained  the  nut  while 
the  vertical  screw  passed  through  the  center  of  the  car. 
It  was  belt-driven  by  means  of  bevel  gears. 

Steam-driven  elevators  were  the  standard  in  the  early- 
seventies  and  some  installations  were  made  even  as  late 
as  1885.  The  chief  objections  were  the  noise  and  the  pulsa 
tions  of  the  pistons  which  were  transmitted  through  the 
ropes  to  the  car. 

The  first  important  hydraulic  installation  was  made  by- 
Cyrus  W.  Baldwin  in  the  Boreel  Building.  Xew  York,  in 
1878.  These  machines  were  of  the  vertical-cylinder  type. 
The  success  of  this  installation  marked  the  beginning  of 


cumulator. 

The  plunger  machine  was  one  of  the  very  earliest  ele 
vators  in  the  field  but  it  was  not  until  George  I.  Alden's 
improvements  of  details  in  1900  that  this  type  became  a 
commercial  proposition.  Up  to  very  recent  times  the 
plunger  elevator  was  a  formidable  competitor  of  the  or 
dinary  hydraulic  machine  and  for  a  time  threatened  to  dis 
place  it.  However,  the  extreme  height  of  modern  build 
ings  made  the  cost  of  this  type  excessive  in  comparison 
with  electric  elevators  and  its  commercial  limits  have  been 
leached. 

While  the  general  forms  of  the  elevator  were  undergoing 


the  end  of  the  steam-driven  elevator.     The  prevailing  type      development    the    details    were    also    being   improved    from 
soon  after  this  seems  to  have  been  the  short  vertical-cylinder      time  to  time.     The  first  elevators  used  rope  control  hut  as 


of  Baldwin  with  a  high  gear  ratio. 


speeds  increased  the  difficulty  of  manipulating  a  rope  at  a 


467 


468 


ELEVATORS 


speed  of  300  ft.  per  minute  gave  way  to  the  standing  rope 
control  using  a  wheel,  and  later  the  much  more  satisfactory 
lever  control. 

The  large  capacity  and  high  speed  required  of  the  hy 
draulic  elevator  made  it  difficult  to  operate  the  main  valve 
and  George  H.  Reynolds  introduced  the  pilot  valve  and 
the  differential  valve.  This  decreased  the  effort  on  the  part 
of  the  operator  and  thus  made  possible  the  more  accurate 
stops  so  much  needed  when  the  speeds  became  high. 

Safety  devices  also  passed  through  their  period  of  de 
velopment.  First  of  these  was  the  Elisha  Graves  Otis 
ratchet  safety  which  engaged  in  a  rack  made  fast  to  the 
guides.  This  was  followed  by  the  wedge  of  Cyrus  W.  Bald 
win  which  engaged  in  the  sides  of  the  wooden  guides  which 
were  then  used.  The  function  of  the  safety  is  to  bring  the 
car  to  a  gradual  stop  and  these  devices  accomplished  the 
result  too  suddenly.  Hence  the  later  development  con 
sisted  of  grips  on  the  steel  guides  through  spring  pressure 
or  otherwise. 

Among  the  notable  developments  for  safety  was  the  air 
cushion  of  Albert  Betteley,  later  improved  by  Albert  C. 
Ellithorpe,  where  the  car  shaft  is  enclosed  in  the  lower 
stories.  The  air  from  underneath  the  car  escapes  through 
the  space  between  the  car  and  the  shaft  at  a  rate  dependent 
upon  the  size  of  this  opening.  For  very  high  rise  elevators 
this  air  cushion  is  expensive  to  install  but  it  is  sometimes 
used  with  other  types  of  safety  devices  as  an  additional 
insurance  for  safety. 


The  electric  elevator  industry  started  with  the  constant 
current  machine  of  William  Baxter.  Jr.,  in  1884.  The  first 
successful  drum  machine  of  Norton  P.  Otis,  R.  C.  Smith 
and  Rudolph  Eickemcyer  was  constructed  in  1889.  Before 
this  time  belted  elevators  using  electric  motor  drive  were 
in  use,  but  these  required  no  electrical  control  of  speed 
and  direction  and  are  therefore  not  to  be  considered  self- 
contained  units.  Frank  J.  Sprague  and  C.  F.  Pratt  brought 
out  the  screw  elevator  about  1894;  it  consisted  of  a  hori 
zontal  screw  and  an  ingenious  ball-bearing  nut.  The  nut 
carried  the  traveling  sheaves  which  enabled  this  elevator 
to  have  gear  ratios  much  the  same  as  the  horizontal  hy 
draulic  elevators.  After  an  unsuccessful  attempt  to  es 
tablish  this  type  of  elevator  as  standard  equipment  it 
passed  out  of  existence  in  a  few  years.  The  traction  ma 
chine  appeared  in  1903  and  at  the  present  time  has  replaced 
nearly  all  other  types,  whether  electrical  or  mechanical. 
A  further  improvement  was  introduced  in  1915  by  the  use 
of  micro-leveling  to  enable  more  accurate  landings. 

The  history  of  the  electric  elevator  includes  much  de 
velopment  along  the  line  of  elevator  control,  without  which 
its  great  success  would  have  been  impossible.  The  direct 
current  motor  was  the  first  to  be  used  and  its  control  has 
reached  a  high  state  of  development.  The  alternating 
current  motor  was  not  so  successful,  particularly  in  its  early 
stages.  However,  the  latest  developments  indicate  that  it 
is  now  a  commercial  proposition  and  no  doubt  it  will  see 
additional  improvements  in  the  future. 


Factors  of  the  Elevator  Problem 


The  elevator  is  used  for  vertical  transportation  and  con 
sists  essentially  of  a  platform  moving  in  a  shaft  or  hoist- 
way  provided  for  that  purpose.  The  power  required  for 
operation  may  be  derived  from  any  source. 

\\hile  there  are  many  points  in  common  between  ele 
vators  used  for  passenger  and  freight  transportation  the  dis 
cussion  here  given  relates  chiefly  to  freight  elevators. 
Passenger  elevators  will  be  discussed  only  in  so  far  as  it 
seems  necessary  to  emphasize  the  general  principles  which 
underlie  all  forms  of  vertical  transportation. 

Vertical  transportation  is  frequently  compared  with  hori 
zontal  or  railway  transportation  but  analysis  will  show  that 
they  have  but  few  elements  in  common.  For  example,  in 
elevator  practice  each  car  has  a  separate  hoistway ;  the 
schedule  and  round-trip  time  of  an  elevator  is  independent 
of  additional  elevators ;  there  are  no  curves  or  grades ; 
there  is  no  interference  with  cross-traffic  except  in  the  case 
of  automatic  hatch-door  elevators ;  the  speeds  are  fixed  by 
tlie  maximum  accelerations  and  retardations  permissible. 
There  are  additional  differences  of  lesser  importance  but 
the  foregoing  are  the  important  characteristics  of  elevator 
practice.  Hence  conclusions  in  railway  transportation  arc 
not  in  general  applicable  to  passenger  or  freight  elevators. 
The  problem  thus  requires  separate  and  independent  an 
alysis. 

In  passenger  transportation  for  office  buildings  it  is 
usually  sufficient  to  carry  people  to  certain  floors.  The 
movements  about  the  floors  are  matters  of  individual  at 
tention.  In  manufacturing  plants  the  freight  elevator  is  a 
part  of  the  general  freight  transportation  scheme.  It  is  not 
an  isolated  problem  but  must  be  considered  in  its  proper 
relation  to  the  scheme  as  a  whole.  After  the  elevator 
service  is  determined  so  that  it  imposes  no  limitation  on  the 
general  transportation  scheme,  the  problem  narrows  down 
to  the  proper  choice  of  the  elevator. 


One-story  buildings  require  no  elevators.  Multi-story 
buildings  in  general  require  elevators  both  for  passengers 
and  freight;  in  fact  use  of  some  multi-story  buildings  is  only 
possible  when  such  elevator  service  is  provided. 

If  the  loads  to  be  carried  are  light  and  the  buildings  not 
very  high  there  may  not  be  sufficient  advantage  to  warrant 
tlie  installation  of  an  elevator.  Indeed  the  conveyor  and 
the  elevator  are  competitive,  their  fields  of  application  over 
lapping  in  many  instances.  Roughly  the  conveyor  may  be 
considered  in  the  continuous  transportation  class  whereas 
the  elevator  belongs  to  the  intermittent  and  variable  bulk 
class.  The  correct  solution  of  the  problem  must  be  de 
termined  on  the  basis  of  engineering  economics.  The  gen 
eral  plan  in  such  cases  is  to  compute  the  costs  of  transporta 
tion  for  competitive  schemes,  evaluating  all  the  elements  so 
far  as  it  is  possible  to  do  so.  Tlie  problem  is  usually  not 
difficult,  but  is  tedious.  It  may  happen  that  the  cost  of 
investigating  the  relative  merits  involved  tips  the  balance 
either  way. 

\Yhcre  land  is  expensive  it  may  be  and  usually  is  desira 
ble  to  erect  a  tall  building  in  preference  to  a  one-story 
structure  of  correspondingly  greater  area.  The  considera 
tions  leading  to  this  decision  will  not  be  discussed  here. 
Given  the  problem  of  a  multi-story  structure,  there  are  three 
important  factors  to  be  considered  which  limit  the  maxi- 
mum  number  of  stories. 

The  first  and  usually  tlie  deciding  factor  as  to  the 
height  of  the  building  is  the  commercial  possibilities.  If 
it  is  simply  a  housing  proposition  economic  balance  is  ob 
tained  when  the  cost  for  the  competitive  schemes,  every 
thing  considered,  is  equal.  A  forecast  into  the  future  may 
have  some  influence  and  if  so  will  wisely  be  given  due  con 
sideration.  In  the  case  of  office  buildings  in  desirable  loca 
tions  the  heights  have  reached  many  stories  and  seem  still 
to  be  on  the  increase. 


FACTORS  OF  THE  ELEVATOR  PROBLEM 


469 


A  second  limit  is  that  dictated  by  the  structural  possibili 
ties.  As  the  building  grows  in  height,  and  therefore  in 
weight,  the  ground  area  occupied  by  the  column  footings 
and  the  building  walls  increases.  When  this  is  followed  to 
the  extreme  the  available  area  of  the  lowest  floor  may  bo- 
come  vanisbingly  small.  This  limit,  therefore,  is  a  com 
mercial  consideration. 

The  third  limit  and  the  one  directly  affecting  the  handling 
of  material  is  the  transportation  problem  between  lloors  and 
between  the  street  level  and  any  one  floor.  Suppose  that  the 
vertical  shafts  in  the  diagram  represent  elevator  hoistways 
and  that  the  horizontal  lines  represent  the  floors  of  a  build 
ing.  For  convenience  in  the  analysis  let  it  further  be  as 
sumed  that  the  building  is  just  deep  enough  to  accommodate 
the  elevator,  hoistway  and  that  the  floor  area  is  made  up  by 
increasing  the  width  of  the  building  as  shown.  Suppose 
further  that  elevator  1  c:in  only  handle  the  traffic  for  the 
16t'h  floor,  elevator  2  handles  the  traffic  for  floors  14  and  15 
because  of  their  now  smaller  area  and  so  on  until  elevator 
5  handles  the  traffic  for  floors  2  to  6  inclusive.  The  addition 
of  the  sixth  elevator  will  take  up  the  only  icmaining  area 
and  a  limit  is  therefore  attained. 

The  foregoing,  however,  are  not  the  only  limits  since  the 
soil  may  not  warrant  the  substructure  for  a  high  building. 


; 

f 

1 

Street 

^^^S^S^NSSSSS^^s^\^ 

1  6th.  Floor- 

Elevator  Shaft 

15 

^ 

14 

13 

3 

[Z 

1  1 

10 

4 

9 

8 

7 

6 

5 

5 

4 

3 

^ 

\ 

Level 
Chart   Illustrating   Limiting   Height   of   Buildings 

Fire-hazard  must  come  in  for  its  share  of  attention  and  the 
human  fear  of  the  stability  and  the  stiffness  in  high  winds 
will  have  its  influence.  The  complete  analysis  may,  there 
fore,  be  exceedingly  complicated. 

In  general,  however,  the  financial  considerations  impose 
the  first  limit ;  the  transportation  limitations  come  next,  and 
the  structural  considerations  last. 

Capacity 

The  two  elements  entering  into  the  determination  of  the 
capacity  of  an  elevator  are  the  quantity  transported  per 
trip  and  the  time  occupied  in  making  the  trip.  Under  ideal 
conditions  of  loading,  a  car  will  carry  its  maximum  load 
and  for  every  delivery  new  loads  will  be  taken  on  to  re 
place  the  loads  delivered ;  this  condition  to  obtain  both  on 


the  upward  trip  as  well  as  the  trip  in  the  reverse  direction. 

The  trip  load-factor  of  an  elevator  may  be  defined  as 
the  ratio  of  the  capacity  actually  obtained  to  the  capacity 
obtainable  under  ideal  conditions.  This  ratio  is  very  low 
in  most  installations.  But  while  it  is  low  in  manufacturing 
establishments  it  is  high  in  warehouses  where  receiving  and 
shipping  arc  constantly  in  progress.  Good  engineering  in 
this  case  has  for  its  object  the  raising  of  this  load-factor. 
There  are  many  elements  which  are  disturbing  chiefly  in 
the  inability  to  adjust  manufacturing  operations  to  suit  con 
ditions  best  for  the  elevator.  Since  in  general  the  object 
is  to  market  the  product  of  the  industry  under  consideration 
the  engineering  problem  is  to  lit  the  elevator  to  the  work 
it  is  intended  for. 

A  broader  aspect  is  obtained  by  viewing  the  elevator  with 
relation  to  its  hoisting  efficiency.  This  requires  knowledge 
of  the  round-trip  time.  Thus  the  capacity  in  any  given  time, 
say  for  an  eight-hour  day,  is  the  capacity  per  trip  multi 
plied  by  the  number  of  trips  made  in  that  time.  According 
ly,  the  hoisting  efficiency  may  be  defined  as  the  amount  of 
traffic  handled,  divided  by  the  traffic  possible  under  ideal 
conditions. 

The  elements  involved  in  the  trip-time  are  the  time  re 
quired  for  loading,  closing  gates,  acceleration,  running,  re 
tarding,  level  landing,  opening  gates,  and  unloading.  These 
elements  arc  now  to  be  considered  with  reference  to  their 
possibilities  for  decreasing  the  time  required  for  their  proper 
functioning. 

The  time  required  to  load  the  elevator  depends  upon  the 
convenience  of  elevator  location,  facilities  for  handling,  out 
side  interferences  and  efficiency  of  handling  crews.  Each 
of  these  items  is  so  general  that  a  discussion  might  appear 
vague.  However,  some  of  the  factors  involved  will  be  con 
sidered  later. 

The  time  required  to  open  and  close  the  doors  in  freight 
elevator  service  is  a  small  item  compared  with  the  other 
items  involved.  For  passenger  service  it  is  much  more  im 
portant,  particularly  for  local  service  where  the  stops  are 
numerous.  To  eliminate  delays  automatic  doors  of  various 
kinds  have  been  devised.  Then  selection  must  be  determined 
on  the  basis  of  the  reduction  in  cost  made  possible  by 
their  use. 

If  a  car  is  to  reach  a  given  speed  after  a  given  interval 
of  time  the  acceleration  must  be  so  adjusted  that  this 
becomes  possible.  This  raises  a  question  as  to  the  factors 
which  limit  accelerations,  since  the  greater  the  acceleration 
the  smaller  will  be  the  time  required  to  make  a  trip.  There 
appear  two  limits,  besides  those  imposed  by  the  economics 
involved ;  these  are  due  to  physical  and  physiological 
causes. 

Suppose  a  car  starts  from  rest  on  the  up-trip.  The 
pressure  which  a  person  standing  on  the  platform  exerts 
will  be  his  weight  plus  the  additional  force  imposed  by  the 
acceleration.  From  the  laws  of  physics  we  have  the  equa 
tion  : 

F  =  M  A 

where  F   =    force   in   pounds 

M  =  mass  of  the  body,  being  in  general  the  weight 
of  the  body  in  pounds  divided  by  the  acceleration 
of  gravity  (32.  2  ft.  per  sec.) 
A  =  acceleration  in  feet  per  second. 

A  simple  application  of  this  equation  will  make  matters 
clearer.  Suppose  a  person  to  be  standing  on  the  ground. 
His  weight  exerts  a  pressure  on  it  and  the  reaction  on  the 
person  is  such  as  to  cause  fatigue  in  time.  In  this  case 


470 


ELEVATORS 


the  force  F  corresponds  to  weight,  the  mass  M  corresponds 

to        '  or  his  weight  in  pounds  divided  by  the  acceleration 

G 

of  gravity,  while  the  acceleration  A  is  that  due  to  gravity 
and  is  therefore  represented  -by  G.  Hence  substituting  this  in 
the  equation  F  =  M  A  there  results 


This  expressed  in  words  means  that  the   force  exerted  on 
the  ground  is  equal  to  the  w-eight  of  the  person  standing. 

Consider  now  the  case  where  the  platform  of  an  elevator 
is  accelerated  in  an  upward  direction  with  an  acceleration  A. 
The  force  required  to  move  the  person  upward  has  the 
same  line  of  action  as  the  pull  clue  to  gravity  and  hence 
these  forces  may  be  added  to  produce  this  total  result.  Or 
stating  this  mathematically 


F  =  W 


\Y    A 


w  here  the  last  term  is  the  term  due  to  acceleration ;  the 
greater  this  value  is  the  greater  will  be  the  pressure.  The 
absolute  limit  in  the  case  of  a  person  standing  would  be  a 
pressure  so  great  as  to  crush  the  body.  When  dealing  with 
freight  the  apparent  increase  in  weight,  as  it  might  be  called, 
may  reach  such  great  values  as  to  cause  damage,  entirely 
depending  upon  the  choice  of  the  magnitude  of  A.  The  case 
is  exactly  similar  to  that  obtained  by  dropping  freight  on 
the  ground,  only  here  instead  of  the  acceleration  there  is 
a  retardation,  if  a  falling  body  be  brought  to  rest  grad 
ually  (meaning  low  values  of  retardation)  it  can  be  done 
so  without  causing  damage.  A  simple  experiment  may  be 
tried  to  illustrate  the  effect  even  though  the  magnitude 
may  not  be  appreciated.  Suppose  a  person  holds  a  heavy- 
package  while  on  an  elevator  platform.  I  f  the  car  is  sud 
denly  started  the  package  is  apt  to  fall  out  of  his  hands. 
For  downward  accelerations  the  maximum  attainable  in 
ordinary  elevator  practice  is  that  of  a  free  fall.  This  can 
be  accomplished  by  cutting  the  ropes  which  support  the  car. 
The  value  of  the  acceleration  is  the  value  of  the  acceleration 
of  gravity  and  increases  the  velocity  downward  32.2  ft.  per 
sec.  This  limiting  velocity  occurs  only  in  a  vacuum.  The 
actual  velocity  will  be  less  than  this  because  of  air  friction. 
I  f  higher  accelerations  arc  desired  these  can  be  obtained 
by  pulling  the  car  downwards  by  some  external  agency. 
A  passenger  in  a  car  like  this  would  need  to  be  secured 
to  the  car  if  he  were  to  be  subjected  to  this  augmented 
acceleration. 

The  physiological  limits  of  acceleration  are  well  within 
the  physical  limits  and  are  the  guide  in  all  passenger  trans 
portation.  On  the  up-trip,  accelerations  of  from  10  ft.  to 
15  ft.  per  sec.  have  been  used.  A  peculiar  fact  in  this  con 
nection  is  that  the  acceleration  alone  is  not  the  controlling 
element  lint  rather  the  rate  at  which  this  acceleration  is  ap 
plied.  By  starting  with  a  lower  and  gradually  reaching  a 
higher  rate,  then  slowing  down  to  zero  acceleration,  the  rid 
ing  qualities  of  ;ui  elevator  are  improved. 

On  the  down-trip  accelerations  of  more  than  10  ft.  per 
sec.  seem  to  be  limiting  values.  Even  these  rates  cause 
nausea  with  most  people  and  if  repeatedly  subjected  to  them 
will  result  in  seasickness.  This  is  probably  due  to  the  fact 
that  the  human  body  is  accustomed  to  downward  pressures 
occasioned  by  the  action  of  gravity  upon  us  at  all  times. 
A  sudden  downward  acceleration  is  equivalent  to  a  de 
crease  of  gravity  and  we  are  physically  unprepared  to  ac- 


commcdate    ourselves    to    the    condition    without    a    certain 
amount  of  discomfort. 

Commercial  accelerations  in  many  cases  are  in  the  neigh 
borhood  of  4  ft.  per  sec.  Where  trip  time  is  important 
higher  rates  are  used  and  may  be  found  justifiable  when 
all  things  are  considered.  An  attempt  will  be  made  later 
to  investigate  this  problem. 

The  car  speed  is  that  constant,  or  nearly  constant,  speed 
which  follows  the  acceleration  period.  For  a  given  dis 
tance  of  travel  the  time  consumed  is  inversely  proportional 
to  the  speed.  Thus,  if  a  car  travels  at  a  speed  of  150  ft. 
per  min.  and  must  travel  a  distance  of  75  ft.  the  time  occu 
pied  (running  time)  will  be  30  sec.  If  the  car  speed  is 
increased  to  300  ft.  per  min.  the  time  will  be  half  or  15  sec. 

State  laws  and  municipal  ordinances  usually  fix  car  speeds 
only.  It  would  be  more  rational  to  fix  in  addition  both  the 
rate  of  acceleration  and  the  acceleration,  as  well  as  the  rate 
of  retardation  and  the  retardation  itself,  since  these  are  the 
elements  which  affect  the  individual.  The  highest  car  speed 
so  far  attained  commercially  in  passenger  service  is  about 
700  ft.  per  min.  Freight  elevators  are  run  at  much  lower 
speeds,  frequently  in  the  neighborhood  of  50  ft.  per  min. 

The  retardation  is  much  the  same  as  the  acceleration  in 
its  effect  upon  the  individual.  To  the  physical  and  the 
physiological  aspects  must  be  added  the  psychological  ef 
fect.  The  uncertainties  of  getting  into  motion  are  greater 
than  those  of  coming  to  rest.  Hence  experiments  indicate 
the  feasibility  of  higher  rates  of  retardation  by  about  5  ft. 
per  sec.  above  those  for  acceleration. 

The  time  occupied  to  make  good  landings  is  more  im 
portant  in  freight  service  than  in  passenger  service.  The 
injury  to  the  car  and  the  sills  by  the  impact  of  truck  wheels 
when  there  is  a  difference  of  level  between  car  and  landing 
is  important  enough  to  deserve  consideration.  A  system 
known  as  micro-leveling  has  been  devised  to  accomplish  this 
automatically. 

Briefly,  the  system  consists  of  the  addition  of  a  small 
electric  motor,  in  addition  to  the  main  hoisting  motor,  which 
completes  automatically  the  motion  of  the  drum  shaft  when 
the  machine  is  in  the  "micro"  zone  8  in.  above  or  below  the 
landing.  This  motor  is  geared  to  the  brake  frame,  which 
it  turns  at  a  slow  speed  until  a  level  landing  is  secured. 
Should  the  level  change  due  to  loading  or  unloading  the 
micro-drive  immediately  restores  the  level  without  atten 
tion  from  the  operator. 

If  the  car  is  not  intended  to  stop  at  a  particular  landing 
a  solenoid  controlled  by  contact  points  in  the  shaft  renders 
the  micro-drive  inoperative.  The  contact  points  being  se 
cured  in  the  shaft  any  stretching  of  the  ropes  in  service  does 
not  in  any  way  affect  the  operation  of  the  drive.  No  time 
allowance  is  required  to  secure  level  landings. 

The  conveniences  supplied  to  make  for  rapid  loading 
usually  apply  to  unloading.  The  mutual  relationship  is  ap 
preciated  by  the  designers  of  this  class  of  apparatus.  The 
topic  will  be  treated  in  detail  later. 

Schedules 

The  study  of  the  influence  of  acceleration  and  car  speed 
on  the  time  required  to  reach  any  landing  is  best  approached 
by  considering  the  distance-time  curves.  Assume  that  the 
horizontal  lines  in  the  diagram  represent  the  distance  in  feet 
above  the  first  floor  landing.  If  the  distance  between  floors 
is  13  ft.  the  horizontal  line  marked  13  represents  the  second 
floor  landing.  Let  also  the  spacing  of  the  vertical  lines 
represent  the  interval  of  time  in  seconds,  as  shown.  Con 
sider  the  construction  of  curve  1. 


FACTORS  OF  THE  ELEVATOR  PROBLEM 


471 


From  the  laws  of  falling  bodies  we  have  two  well  known 

equations  as  follows : 
V  =  AT 
S  =  Vi  AT' 

where 

V  =  velocity  measured  in  feet  per  second 
A   =  acceleration  measured  in  feet  per  second 
T  i=  time  measured  in  seconds 
S  =  space  passed  over  measured  in  feet 
Curve  1   of  the  diagram  is  constructed  on  the  following 

assumed  data:    Car  speed  of  300  ft.  per  min.  (5  ft.  per  sec.), 

acceleration  of  2  ft.  per  sec.  and  a  retardation  of  2  ft.  per 

sec. 


Acceleration-Retardation    Curves. 

From  the  equation  V  =  T  the  time  required  to  accelerate 
the  car  up  to  300  ft.  per  min.  is  l>y  simple  transposition. 

T       V       5 

T  =  —  =  _  =2.3  sec. 

A       1 

The  space  passed  over  with  the  given  acceleration  and 
after  a  lapse  of  2.5  sec.  is  given  by  the  equation  S  =  }/  AT" 

or  S  =  ^  X2X  (2.5)  =  =  6.25  ft. 

Thus  point  .-/  on  curve  1  represents  this  condition. 

A  retardation  of  the  same  rate  as  the  acceleration  given 
will  bring  a  car  running  at  a  speed  of  5  ft.  per  sec.  to  rest 
in  a  space  of  6.25  ft.  and  the  time  required  will  be  2.5  sec. 
In  general,  the  retardation  is  the  reverse  of  acceleration. 

The  total  space  passed  over  during  the  acceleration  and 
the  retardation  periods  is  accordingly  2  X  6.25  =  12.5  ft. 
Hence  since  the  distance  between  floors  is  13  ft.,  the  space 
to  be  traversed  by  the  car  running  at  constant  speed  (car 
speed)  is  13  —  12.5  r=  0.5  ft.  The  time  required  to  cover 
this  distance  is  obtained  from  another  equation  of  the  laws 
of  falling  bodies,  i.e.  g  yrp 

Where  the  meaning  of  the  symbols  is  the  same  as  before, 
the  velocity,  however,  to  be  held  constant. 

Consequently  for  a  car  speed  of  5  ft.  per  sec.,  by  simple 
transposition  of  equation  S  =  VT 

T  =  i  =  °-S  =  0.1sec. 
Y        5 

Thus,  the  operator  must  cut  off  power  in  one-tentli   of  a 


second  (  point  !!  on  the  curve)  after  the  car  attains  full 
speed  in  order  to  effect  an  accurate  stop  under  the  assumed 
conditions. 

The  total  time  required  to  bring  the  car  to  the  second 
floor  is  the  sum  of  the  times  required  to  accelerate,  run 
and  retard,  or  2.5  -f  0.1  +  2.5  =  5.1  sec.  This  is  represented 
by  the  point  C  on  the  curve. 

Intermediate  points  on  the  acceleration  curve  are  found 
from  the  equation  S  =  J^AT2.  Suppose  it  is  desired  to  find 
where  the  car  is  after  two  seconds  from  the  start.  Hence 
since  T  =  =, 

S  =  HX2X  (2)'  =  4    ft. 

Accordingly  D  on  the  curve  is  located  at  the  point  which  is 
the  intersection  of  the  vertical  line  passing  through  1  sec. 
and  the  horizontal  line  passing  through  4  ft. 

For  another  example,  take  the  case  of  car  speed  of 
150  ft.  per  min.  (25  ft.  per  sec.),  the  acccleratio'n  and 
retardation  remaining  the  same  as  before. 

The  car  is  accelerated  as  before  but  now,  since  the  car 
speed  is  one-half  of  the  previous  car  speed,  the  time  re 
quired  to  bring  the  car  up  to  this  new  velocity  is  ac 
cordingly  decreased. 

Thus  from  the  equation,   V  =  AT  transposing  as  before 


V      2. 

T  =  —  = 

A        5 


=  1  .25  sec. 


From   the   equation   3  =  y2\T  the   space   passed   over   is 
S  =  y2  X2X  (1.25)==  1.5625  ft. 

Retardation  will  also  bring  the  car  to  a  full  stop  within 
the  same  distance  and  require  the  same  length  of  time. 
Hence  the  space  to  be  passed  over  by  the  car  at  full  speed 
will  be 

S  =  13  —  (2  X  1.5625)  =  9.875  ft. 

The  time  required  to  traverse  this  distance  at  a  car 
speed  of  2.5  ft.  per  sec.  is  again  given  by  the  equation 
S  =  VT  transposed  as  follows  : 


70- 

=  3.95  sec. 


The  time  required  to  complete  the  cycle  will,  therefore, 
be  the  sum  of  these  or  3.95  +  2  (1.25),  or  6.45  sec.  This 
corresponds  with  point  /:  on  curve  2. 

Curve  3  is  based  on  a  car  speed  of  300  ft.  per  min.  and 
an  acceleration  and  retardation  each  of  4  ft.  per  sec.  By 
similar  reasoning  the  time  required  to  accelerate  to  a  speed 
of  5  ft.  per  sec.  is  1.25  sec.  and  the  space  passed  over  in 
this  time  is  3.125  ft.  Retardation  will  be  the  same  and 
the  car  will  operate  at  full  speed  for  13-2  (3.125)  =6.75  ft. 
At  the  given  car  speed  the  time  required  to  travel  this  dis 
tance  is  1.35  sec.  Hence  the  time  from  start  to  stop  is 
1.25+1.35  +  1.25  =  3.85  sec. 

The   important   conclusions  to  be   draw  n  are  : 

(a)  An    increase   in    car   speed    with    fixed   acceleration 
and   retardation   decreases   the  trip   time. 

(b)  An   increase  in  the  acceleration  or  the   retardation 
with  fixed  car  speed  decreases  the  trip  time. 

(c)  An  increase  in  car  speed,  acceleration  and  retarda 
tion  decreases  the  trip  time,  the  effect  being  cumula 
tive. 

(d)  Maximum  car  speed   will  not   be  attained  between 
floors    unless    acceleration    and    retardation    are    suf 
ficiently   rapid.     The   latter   conclusion   is   borne   out 
by   examining  the  data  from  curve   1.     The   full  car 
speed  time  is  only  0.1   sec.     With  an  acceleration  of 
much  less  than  2  ft.  per  sec.  it  would  take  a  longer 


472 


ELEVATORS 


lime  to  reach  full  speed  and  the  distance  passed  over 
would  be  greater  at  the  end  of  the  accelerating 
period.  Hence  if  full  speed  was  reached  and  retarda 
tion  immediately  began  the  total  distance  passed 
over  would  be  greater  than  13  ft.,  the  distance  be 
tween  floors. 

The  round  trip  time  is  dependent  upon  operating  condi 
tions.  As  an  example  they  may  be  assumed  to  be  as  fol 
lows  : 

Leading  time  at  first  floor,  60  seconds. 

Unloading  time  at  second  floor,  30  seconds. 

I-oadinfi  time  at  third  floor,  30  seconds. 

Unloading  time  at  first  floor,  30  seconds. 

Opening  gates,   2   seconds. 

Closing  gates,  3  seconds. 

Car  speeds  150  ft.  or  300  ft.  per  minute. 

Acceleration,   2   ft.    per   second. 

Retardation,  2  ft.  per  seci  iid. 

The  methods  of  computing  the  time  required  to  complete 
the  events  has  been  shown.  The  results  for  the  problem 
under  consideration  are  given  in  the  following  table : 


Elevator  Speed 
150  Ft.  PerMin. 

Elevator  Speed 
300  Ft.  Per  Min. 

Required 

Total 

Required 

Total 

to 

Elapsed 

to 

Elapsed 

Perform 

Time 

Perform 

Time 

Np.turi:  of  Event          Operation 

from  Start 

Operation 

from  Start 

Time  in  seconds  to   load  at 

first  floor                    .  .            60  0 

60.0 

60.0 

60.0 

To  close  Kate               30 

63.0 

3.0 

63.0 

Accelerate  to  full  speed....      1.25 

64.25 

2.5 

65.5 

Run  at  full  speed  3.95 

68.2 

0.1 

65.6 

Retard  for  second  floor  stop     1.25 

69.45 

2.5 

68.1 

Open  gate  second  floor  stop     2.0 

71.45 

2.0 

70.1 

Unload   second   floor   stop..   30.0 

101.45 

30.0 

100.1 

Clo^e  gate  second  floor  stop     3.0 

104.45 

3.0 

103.1 

Accelerate  to  full  speed....      1.25 

105.7 

2.5 

105.6 

Kun  'it  full  "peed                         3  95 

109.65 

0.1 

105.7 

Retard  for  third  floor  stop.      1.25 

110.9 

2.5 

108.2 

Open  gate  third  floor  stop.  .      2.0 

11  -'.9 

2.0 

110.2 

Load    third    floor    stop  30.0 

142.9 

30.0 

140.2 

Close  gate  third  floor  stop.  .      3.0 

145.9 

3.0 

143.2 

Accelerate  downward  to  full 

speed                      1  25 

147.15 

2.5 

145.7 

Run  at  full  sperd     915 

156.3 

2.7 

148.4 

Retard  for  first  floor  stop.  .      1.25 

157.55 

.     2.5 

150.9 

Open  gate  first  floor  stop...      2.0 

159.55 

2.0 

152.9 

Unload  first  flror  stop  30.0 

189.55 

30.0 

182.  9 

The  full  line  curve  on  the  diagram  covers  the  foregoing 
data  for  the  150-ft.  elevator  plotted  to  scale.     The  dotted 


• 

24 
! 

20 

! 
16 

»I4 
p 

LI2 

10 
8 

6 
4 
2 

0 

Third  Floor 

1 

i 

1 

Second  Floor 

,., 

st  Floor 

10    VI     30    40    50    W    70    80    90    100   110    EO    150   140   150    160    170    180   190 
Minutes. 

Round   Trip    Time    Curves 

line  shows  the  data  for  the  300-ft.  car  speed.  The  im 
portant  conclusions  to  be  drawn  from  this  particular  case 
are  : 

(a)  The   higher   speed   shortens   the  trip   by   about   3'/2 
per  cent. 

(b)  The  greater  part  of  the  time  is  required  to  handle 
the   freight. 


(c)  The    freight    handling   time    is    independent    of   the 
car  speeds,  acceleration  or  retardation. 

(d)  High  car  speeds  are  less  important  in  freight  serv 
ice  than   in   passenger  elevators. 

Size  and  Number  of  Cars 

The  important  data  required  to  determine  the  size  of 
elevators  are  the  maximum  load  to  be  handled,  either  in 
bulk  or  weight,  and  the  time  allowed  for  its  dispatch.  Con 
sider  the  simplest  case  first ;  i.e.,  a  single  car  to  take  the 
entire  load. 

The  number  of  round  trips  required  to  handle  the  given 
volume  of  freight  in  a  given  time  depends  upon  the  round 
trip  time  assuming,  of  course  the  capacity  of  the  elevator 
has  not  yet  been  determined.  The  elements  entering  into 
this  have  been  considered  in  a  general  way  in  connection  with 
the  previous  diagram.  Assume  that  by  some  such  analysis 
the  trip  time  was  determined,  hence 

given   dispatching  time 
.Number  of   trips  = — 

round   trip   time. 

The  answer  must,  of  course,  be  the  nearest  whole  num 
ber.  If  the  given  dispatching  time  was  liberal  any  fraction 
may  be  disregarded,  otherwise  the  next  larger  whole 
number  would  be  selected  as  correct. 

The  car  capacity  is  determined  from  the  relation : 

total  capacity  handled 
Car  capacity  per  trip  =  — 

number  of  trips 

Here  the  capacity  must  be  considered  from  the  viewpoint 
of  either  bulk  or  weight  since,  as  will  be  shown  later,  these 
may  differ  widely. 

The  size  of  the  car  is  obtained  from  the  relation : 

capacity  per  trip 
rloor  area  of  car  =  — per  square  foot  of 

carrying  capacity 
car  space. 

Since  there  is  only  one  car  to  handle  the  load,  the  max 
imum  waiting  time  equals  the  round  trip  time. 

Before  proceeding  with  consideration  of  the  case  where 
a  number  of  cars  are  used  to  handle  the  traffic,  it  might 
be  well  to  investigate  some  of  the  foregoing  items  in 
greater  detail. 

In  tall  manufacturing  buildings  where  the  inter-floor 
traffic  is  heavy  the  round  trip  time  of  a  single  elevator  may 
become  so  great  that  the  resulting  delay  and  inconven 
ience  would  result  in  serious  financial  loss.  If  this  is  the 
case  the  computation  of  the  losses  involved  is  a  simple 
problem  in  economics  although  for  any  given  case  the 
actual  task  of  obtaining  the  detail  data  may  require  con 
siderable  time.  In  making  elevator  schedules  much  must 
be  left  to  mere  guess.  However,  some  factors  can  be 
estimated  and  it  is  safer  to  do  so  wherever  possible  and 
leave  for  guess  only  such  factors  of  the  traffic  problem 
as  cannot  be  determined  beforehand. 

It  has  been  suggested  that  the  car  capacity  per  trip  de 
pends  upon  either  bulk  or  weight.  A  paper  box  factory 
manufacturing  boxes  in  finished  form  offers  a  condition 
where  the  bulk  is  more  important  than  the  weight.  The 
opposite  extreme  is  the  case  of  a  foundry  making  small  but 
heavy  castings. 

The  carrying  capacity  per  square  foot  of  effective  car 
space  is  dependent  upon  the  method  used  in  loading  the 
car.  For  example,  if  trucks  are  to  be  used  it  will  be  the 
tloor  area  occupied  by  the  trucks,  with  a  reasonable  allow 
ance  for  getting  them  on  and  off  the  car  platform,  in  addi- 


FACTORS   OF   THE   ELEVATOR    PROBLEM 


473 


tion  to  the  room  required  by  the  operator  and  the  ac 
companying  handling  crew  if  there  is  such. 

In  the  case  of  heavy  freight  it  must  be  determined 
beforehand  whether  the  material  is  to  be  piled  or  spread 
over  a  larger  area.  In  general  the  nature  of  the  freight 
will  determine  this  and  therefore  no  rules  can  be  given. 
If  the  material  is  such  that  it  might  be  stacked  the  time  re 
quired  to  do  this  must  be  balanced  against  the  increased 
cost  of  a  larger  platform  where  haphazard  loading  is  per 
missible. 

If  passengers  are  to  be  transported  with  the  freight, 
necessary  provisions  must  be  made.  Great  care  should  be 
exercised  when  heavy  loads  are  placed  on  a  car  which 
also  carries  passengers.  A  large  car  is  a  temptation  for 
overloading.  For  this  reason,  where  heavy  loading  is 
possible  an  undersized  car  might  be  the  safer  choice. 

The  determination  of  area  of  car  as  given  previously 
might  not  be  feasible.  It  should  be  compared  with  the 
size  of  the  hatchway  which  the  structural  layout  of  the 
building  permits.  In  the  case  of  steel  buildings  the  dis 
tance  between  column  centres  varies  from  15  ft.  to  20  ft. 
This  is  determined  by  principles  of  economical  construc 
tion.  If  the  building  is  planned  according  tr  -,,-..;  standard 
basis  of  column  centres,  a  change  to  accommodate  the 
computed  size  of  elevator  hoistway  may  demand  additional 
expenditure.  Whether  this  expense  is  justified  must  be 
determined  from  standpoint  of  economics. 

If  the  area  of  the  car  is  such  that  it  is  not  subject  to 
structural  limitations  the  form  should  be  selected  for  con 
venience  of  loading  and  unloading.  In  general,  for  pas 
senger  service  a  wide  and  shallow  car  is  better  than  a 
deep  and  narrow  one.  Much  the  same  holds  true  for 
freight,  but  the  depth  should  be  convenient  for  the  length 
of  the  trucks  if  these  are  used.  The  shape  of  the  car  is. 
of  course,  more  important  in  freight  service  since  pas 
sengers  can  adjust  themselves  to  the  standing  room  avail 
able.  The  choice  of  proper  form  appears  simple  when  all 
the  facts  in  the  traffic  problem  are  at  hand. 

The  time  which  elapses  between  the  signalling  of  the 
car  and  its  arrival  headed  in  the  required  direction  is  the 
waiting  time.  Excessive  waiting  time  is  costly  and  causes 
inconvenience  which  has  a  monetary  value.  Decreasing  the 
waiting  time  and  round  trip  time : 

(a)  Increases  the  capacity  of  elevator. 

(b)  Eliminates  the  idle  time  of  handling  crews. 

(c)  Decreases  the  possibility  of  congestion  of  traffic. 

(d)  Decreases  the  cost  of  loading  on  trucks,  particularly 
if  the  trucks  are  on  a  busy  street. 

(e)  Decreases  losses  due  to  physical  or  chemical  changes 
in   process   work;    i.e.,   heating   or   cooling;    drying  out   or 
absorbing  moisture  in  cases  of  hygroscopic  products ;  chem 
ical   changes   such   as   contamination   through   contact   with 
air;    changes   due   to    chemical    reactions   taking   place    be 
tween  processes. 

(f)  Increases  rental  value  of  upper  stories  since  these 
can  be  more  promptly  reached. 

The  inconvenience  due  to  delay  presents  such  phases  as : 

(a)  General  feeling  of  unreliability  of  service. 

(b)  Impatience  in  case  of  passenger  traffic,  since  service 
is  rated  as  to  the  waiting  time ;  i.e.,  less  than  thirty  seconds 
is  first-class  service,  more  than  this  is  considered  poor. 

A  single  example  of  the  influence  of  waiting  time  in  a 
newspaper  printing  plant  may  be  cited.  There  is  a  certain 
value  attached  to  getting  out  an  edition  of  a  newspaper 
in  the  shortest  possible  time,  particularly  in  large  cities 
where  competition  is  keen.  This  means,  therefore,  that  the 
elevators  must  not  restrict  the  continuous  flow  of  papers 


from  the  press  floor  to  the  shipping  room.  Failure  of  the 
elevator  to  do  its  share  requires  considerable  storage  space 
at  its  entrance  due  to  the  resulting  congestion.  Demoral 
ized  service  under  such  conditions  is  usually  much  more 
serious  than  inadequate  service  in  other  processes. 

Decrease  in  the  waiting  time  can  be  accomplished  in  two 
ways,  (a)  increase  the  number  of  cars,  (b)  decrease  the 
round  trip  time.  Considering  the  latter  case  first,  the  orig 
inal  estimate  of  the  round  trip  time  might  have  been  too 
liberal.  At  the  stage  of  the  analysis  when  this  estimate 
was  made  it  might  not  have  been  apparent  that  the  number 
uf  elevators  would  become  so  important.  A  review  of  the 
factors  entering  into  the  round  trip  time  might  therefore 
warrant  reconsideration.  The  important  elements  in  the 
round  trip  time  are  the  loading  and  unloading  time.  This 
might  be  decreased  by  better  handling  facilities  or  by  im 
proved  traffic  management.  A  review  of  these  would  be 
too  general  to  be  of  value  in  specific  cases.  This  study 
must  be  left  with  those  responsible  for  the  solution  of  the 
particular  problem. 

The  permissible  waiting  time  depends  upon  conditions 
previously  noted.  Given  this  time  there  results: 

round  trip  time 
Number  of  cars  =- 

permissible   waiting  time 

Or  if  the  choice  is  to  be  made  on  the  basis  of  standard 
building  construction : 

total     effective    area     of    a     one    car 
installation 


Xuinber  of  cars  — 


net  area  of  car  in  standard  hoistway. 
Hence  in  either  of  the  above  cases : 

total  effective  area  of  a 

one    car    installation 
Required  effective  area  of  cars  =  — 

number  of  cars. 

Having  determined  the  area  of  the  car,  the  shape  of  the 
platform  remains  to  be  chosen.  It  was  suggested  previously 
that  a  wide  and  shallow  car  is  better  than  one  which  is 
narrow  and  deep.  The  structural  layout  of  the  building 
may  also  effect  the  proper  choice. 

Economics 

Three  questions  relating  to  elevator  economics  that  im 
mediately  suggest  themselves  are  whether  the  car  size  is  to 
be  fixed  by  special  needs,  whether  the  emergency  use  is  of 
prime  importance,  or  whether  financial  considerations  are 
to  be  the  determining  factor. 

The  special  needs  exist  when  the  elevator  is  a  part  of  the 
transportation  system  and  must  be  included  as  a  link  in 
that  system.  Or  the  car  may  be  of  a  certain  required  size 
to  handle  manufacturing  machinery  at  the  time  of  installa 
tion  or  in  the  course  of  general  maintenance  of  the  plant 
itself.  This  may  be  the  deciding  factor  and  may  call  for 
a  car  of  greater  size  than  that  dictated  by  normal  or 
emergency  needs. 

The  emergency  use  is  the  next  factor  which  may  fix  the 
size  and  number  of  cars.  In  office  building  practice  for 
passenger  use  the  common  rule  is  to  provide  for  that  num 
ber  of  cars  which  will  handle  the  entire  population  in  15 
min.  When  hazardous  processes  are  carried  on  this  time 
allowance  may  be  too  long  and  must  then  be  adjusted  tc 
the  special  needs. 

In  case  of  fire  the  management  of  the  traffic  is  important. 
It  must  be  decided  whether  this  is  dependable  under  emer 
gency  conditions.  The  traffic  on  the  floor  where  the  fire 
exists  should  be  cared  for  first  followed  by  the  traffic  on 


474 


ELEVATORS 


the  upper  floors,  leaving  that  below  the  fire  floor   for  the 
last. 

The  most  economical  arrangement  from  the  viewpoint  of 
cost  is  a  problem  of  cost  accounting,  and  may  now  be 
considered.  Briefly,  the  cost  of  operation  depends  upon  the 
fixed  charges  and  the  operating  expenses.  A  broad  though 
somewhat  arbitrary  analysis  views  the  fixed  charges  as  those 
which  do  not  depend  upon  the  traffic  and  the  operating 
expenses  as  those  which  in  some  measure  are  proportional 
to  the  traffic.  Of  the  fixed  charges  there  appear  the  fol 
lowing  factors : 

(a)  Interest  on  the  investment,  on  the  actual  cost  and  the 

cost  of  obtaining  capital,  engineering  expenses,  etc. 

(b)  Rental  value  of  space  occupied  by  elevators. 

(c)  Depreciation. 

(d)  Obsolescence. 

(e)  Insurance. 

(f)  Taxes. 

(g)  Management. 

(h)     General   overhead. 

The   operating  expenses   show  as   factors 

(a)  Cost  of  power. 

(b)  Cost  of  labor. 

(c)  Maintenance. 

(d)  Supplies. 

The  distinction  between  depreciation,  obsolescence  and 
maintenance  deserves  mention  here.  Kvery  machine  will 
wear  as  time  goes  on.  If  the  repairs  are  such  that  the 
initial  efficiency  is  unimpaired  there  is  no  depreciation.  Re 
pairs  usually  maintain  a  machine  in  operating  condition,  but 
the  time  may  arrive  when  the  cost  of  repairs  reaches  a  point 
where  it  pays  to  discard  the  initial  machine  and  replace  it 
with  a  new  one.  The  time  between  installation  and  re 
placement  is  known  as  the  life  of  a  machine  and  account 
ants  usually  estimate  a  certain  percentage  which  should  be 
set  aside  to  refund  the  original  purchase  price  when  the 
life  of  a  machine  is  terminated. 

Obsolescence  in  this  case  is  a  term  used  for  such  classes 
of  machines  as  become  of  lesser  comparative  efficiency  be 
cause  of  subsequent  improvement  in  their  kind.  As  an  ex 
ample,  suppose  a  certain  type  of  machine  is  installed,  the 
operating  expense  of  which  is  a  given  sum.  After  a  few 
years  of  service  a  new  machine  may  be  marketed  which 
is  so  much  more  efficient  that  it  does  not  pay  to  continue 
the  use  of  the  old  one. 

Another  aspect  of  the  question  is  shown  by  the  following 
illustration.  Suppose  the  case  of  a  manufacturing  estab 
lishment  where  all  products  are  made  by  automatic  ma 
chinery.  If  a  plant  is  installed  and  the  product  marketed, 
after  a  given  time  a  certain  profit  is  made.  Assume  an 
other  manufacturer  starting  in  the  same  business  one  year 
later  but  using  an  improved  type  of  machine  which  reduces 
the  production  costs  to  such  an  extent  as  to  offset  the  loss 
entailed  by  the  deferred  beginning.  These  conditions  might 
mean  that  the  former  of  the  competitors  must  give  up  the 
business  entirely.  Here  the  obsolescence  in  one  year  is 
therefore  one  hundred  per  cent. 

Applied  to  elevator  practice  the  plunger  type  elevator 
costs  about  three  times  as  much  to  operate  as  does  the 
electric  elevator  for  the  same  service  and  yet  there  is  not 
sufficient  justification  to  discard  the  original  equipment 
and  replace  it  with  more  modern  types.  When,  however, 
the  useful  life  of  the  elevator  terminates  the  owner  may 
choose  a  machine  of  the  newer  type  and  the  problem  is 
automatically  settled. 


Consider  now  the  elevator  with  respect  to  its  cost  of 
operation.  The  elevator  service  determined  from  this 
viewpoint  must  perhaps  be  modified  for  any  special  or 
emergency  requirements.  The  problem  becomes  simplified 
if  each  of  the  several  equipments  under  consideration  is 
investigated  as  to  its  total  cost  of  operation  including  all 
items  involved. 

The  general  plan  is  to  select  the  types  of  equipment  which 
seems  to  fit  best  the  needs  of  the  problem.  The  cost  of 
operation  of  the  different  plans  is  then  determined.  This 
is  at  best  tedious  work  and  the  advisability  of  making  such 
an  analysis  must  be  determined  beforehand.  Then  consider 
the  influence  of  the  items  which  prolong  the  round  trip 
time.  In  computing  the  cost  of  operation  for  these  it  is 
best  to  select  a  particular  item  and  study  it,  holding  the 
other  variables  constant  so  far  as  it  is  possible.  Any  at 
tempt  to  treat  the  problem  as  a  whole  will  result  in  con 
fusion.  Comparisons  between  various  proposed  plans  can 
only  be  made  when  they  may  be  reasonably  well  measured 
by  known  standards. 

Location 

Elevators  are  installed  for  freight,  passenger,  or  com 
bined  freight  and  passenger  service.  In  general,  elevators 
should  not  be  restricted  to  freight  service,  since  the  temp 
tation  to  ride  is  often  irresistible. 

The  normal  service  of  an  elevator  is  not  always  the 
determining  factor.  Plant  equipment,  maintenance  and 
reconstruction  may  impose  car  sizes  other  than  those  best 
suited  for  the  normal  service.  A  large  elevator  invites 
overload  and  it  is  best  to  keep  its  size  as  small  as  possible, 
;.ll  factors  considered. 

The  elevator  service  may  be  designed  for  one  or  more 
tenants.  The  simplest  case  occurs  when  one  tenant  occupies 
the  entire  building. 

A  survey  of  the  plant  transportation  system  may  disclose 
the  logical  location  of  the  elevator.  This  is  to  be  considered 
with  respect  to  the  receiving  of  the  raw  material  and  the 
shipping  of  the  finished  product.  If  one  elevator  is  to  serve 
all  purposes  the  just  compromise  will  attach  due  weight 
to  all  the  various  factors.  If  the  transportation  system  is 
sufficiently  elaborate,  separate  elevators  may  be  required 
each  of  which  serves  its  specific  purpose.  In  any  event  it 
should  be  possible  to  outline  its  duties  and  from  this  de 
termine  the  amount  of  work  that  may  reasonably  be  re 
quired  of  it. 

If  several  elevators  are  used  in  any  transportation  system 
they  should  be  grouped  in  banks  as  far  as  possible.  The 
advantage  of  this  arrangement  is  the  decreased  waiting 
time.  When  elevators  are  grouped  there  should  be  adequate 
standing  room  for  passengers,  goods,  trucks,  etc.  A  par 
ticularly  pour  arrangement  is  the  case  where  the  bank  of 
elevators  faces  a  wall  with  a  narrow  aisle  as  the  only 
access. 

Where  traffic  is  heavy  it  might  be  found  advisable  to  have 
elevators  arranged  to  load  from  one  side  and  discharge  from 
the  opposite  side.  This  relieves  congestion  due  to  the  inter 
ference  of  goods  received  and  delivered.  A  coordination 
of  design  and  management  may  be  necessary  in  cases  where 
the  elevator  is  taxed  to  its  utmost.  Continuous  service 
should  be  the  aim  in  layout.  Intermittent  service  does  not 
ti.-rmit  efficiency  in  the  handling  crews. 

As  a  general  rule,  a  normal  transportation  condition  will 
prevail.  But  for  various  reasons  departures  may  occur. 
The  elevator  service  must  accommodate  these  abnormal  con 
ditions  even  if  the  service  must  suffer  temporarily.  A  hope- 


FACTORS  OF  THE  ELEVATOR  PROBLEM 


475 


less  tie-up  of  one  clement  may   demoralize  the   remainder 
of  the  plant. 

lit  buildings  housing  a  number  of  tenants,  as  in  the  case 
of  loft  buildings,  it  is  necessary  to  estimate  what  character 
of  service  the  tenants  may  require.  In  some  localities  build 
ings  are  devoted  to  particular  purposes,  such  as  printing, 
light  manufacturing,  etc.  In  installations  of  this  kind  a  com 
parison  with  similar  buildings  suggests  the  service  require 
ments.  Adequate  service  should  be  provided,  even  under 
abnormal  conditions. 

Emergency  Use 

The  elevator  shaft  is  both  a  fire  hazard  and  an  agency 
for  the  saving  of  lives  and  property  in  case  of  fire.  The 
fire  hazard  is  due  to  the  necessary  communication  between 
floors  and  the  fact  that  the  shaft,  acting  as  a  flue,  directs 
the  lire  toward  the  hoistway. 

The  use  of  the  elevator  as  a  means  of  escape  in  case 
of  emergency  requires  that  its  capacity  should  be  adequate 
to  provide  at  least  for  the  passenger  travel  under  these 
conditions.  Rut  it  might  better  be  large  enough  to  accom 
modate  also  such  merchandise  of  extremely  high  value  as  is 
stored  in  the  building. 

In  city  buildings  it  is  assumed  that  the  total  population 
of  the  building  can  be  moved  in  15  minutes.  For  this 
reason,  if  the  elevator  is  to  be  used  as  an  additional  means 
of  escape  it  should  not  be  located  in  the  vicinity  of  hazard 
ous  processes. 

Motive    Power 

The  choice  of  motive  power  for  an  elevator  is  often 
subject  to  local  conditions.  In  buildings  where  power  is 
generated  the  choice  lies  between  any  of  the  commercial 

Stnvh 

Freight  Elevators 


Street. 
PLAN  A. 


C 

v 

.O 

-t 

1 

1 

s, 

! 

.2 

.5 

-S   Freight. 

S  ,-fl& 

Freight  •& 

wi  *"* 

EleK     ''f-i 

<  /(W 

•0'  , 

Stairs 


Stairs 


Stairs* 


Powder  plants  and  cleaning  establishments  using  highly 
volatile  liquids  might  better  eliminate  electric  power  as  a 
source  of  energy  because  of  the  danger  of  sparking  at  the 
contacts  throughout  the  installation.  Indeed  the  safeguards 
in  such  cases  go  so  far  as  to  avoid  steel  guides  in  the 
elevator  shaft  to  prevent  the  sparks  that  might  result  when 
the  car  safety  grips  the  guides.  The  steam,  steam-hydraulic 
or  the  straight  hydraulic  equipment  would  be  a  better  choice 
in  such  cases. 

Gas  and  gasoline  engines  are  used  only  in  belted  elevator 
equipments.  These  elevators  do  not  admit  of  rapid  starting 
and  are  therefore  used  only  when  the  engine  runs  continu 
ously,  the  starting,  stopping  and  reversing  being  accomplished 
by  a  belt.  Belted  machines  are  also  driven  by  line  shafting. 

Electric  power  is  one  of  the  chief  sources  of  motive 
power.  Its  popularity  depends  upon  its  many  inherent  ad 
vantageous  features.  Electric  control  of  elevators  permits 
the  use  of  many  safety  features  not  possible  with  other 
types  of  power.  The  nearest  approach  to  electric  power 
from  the  viewpoint  of  safety  in  ordinary  installations  is 
found  in  the  hydraulic  elevators. 

Layout 

Plan  A  shows  an  elevator  location  for  a  small  manufac 
turing  and  warehouse  building.  It  is  provided  with  a  single 
combined  passenger  and  freight  elevator.  In  this  layout, 
a  large  centrally  located  door  gives  access  to  the  elevator. 
The  car  may  be  arranged  to  open  on  one  or  two  sides 
away  from  the  building  wall.  This  plan  is  quite  common 
for  buildings  having  a  frontage  on  the  street,  as  shown. 
The  elevator  engine  may  be  located  cither  above  the  hatch 
way  or  in  the  basement  along  the  wall  and  near  the  hatchway. 

Street. 


6  fairs 

Stairs 

1 

Elevators 

Elevators 

MXMXM 

Elevators 

Elevators 

»  -w: 

0  <u 

DKIX1X1XIX1 

MXIXJXIXI 

o  j; 
$3> 

Elevators, 

Elevators 

D<MXE>€<1 

M^XMXl 

Stairs 

Stairs 

i 

k 

|< ZOO'O" J 

Street. 
PLAN  D. 


Street.  Street. 

PLAN  B.  PLANC. 

Typical    Elevator    Locations 

types  which  the  market  affords.  The  solution  of  the  problem  A  plan  suitable  for  a  combined  office  and  manufacturing 
is  one  of  economics  and  the  lowest  cost  of  transportation  building  is  shown  in  Plan  B.  Here  the  floors  are  divided 
between  competitive  systems  must  be  computed.  to  accommodate  two  tenants  each.  The  passenger  service 


476 


ELEVATORS 


is  located  convenient  to  the  offices.  The  freight  elevators 
must  be  located  convenient  to  the  street  entrance  and  well 
toward  the  front  of  the  building  to  prevent  the  waste  of 
space  in  a  long  hallway  leading  to  the  elevators.  They 
art-  accordingly  located  near  the  side  walls  of  the  building 
as  shown.  This  arrangement  encroaches  upon  the  office 
space,  particularly  where  the  building  is  narrower  than  the 
one  shown.  Therefore  the  layout  is  suitable  only  when  suffi 
cient  frontage  is  available. 

Where  the  building  is  such  that  entrance  is  possible  from 
two  streets  a  separation  of  passenger  and  freight  elevator 
service  is  possible.  In  plan  C  is  shown  an  arrangement  for 
excellent  passenger  service  in  a  class  of  loft  buildings  where 
good  office  facilities  are  required.  Here  the  freight  eleva 
tors  open  directly  to  the  street  and  are  arranged  to  receive 
from  and  deliver  to  trucks.  If  one  tenant  occupies  the  floor 
the  partition  and  vestibule  to  the  freight  elevators  may  be 
removed,  thereby  giving  additional  room. 

Plan  D  is  a  layout  for  a  large  warehouse  where  the 
elevator  service  is  a  most  important  factor.  Here  are 
shown  30  elevators  arranged  in  banks  of  five  each.  This 
plan  lends  itself  to  "central  control"  of  elevators  in  which 
operators  are  not  required  on  each  car.  It  is  used  in  con 
nection  with  the  trailer  truck  method  of  transportation. 
When  the  trucks  are  loaded  and  a  train  is  made  up,  a 
central  operator  is  signalled  who  dispatches  a  car  to  that 
point.  When  the  elevator  is  loaded  and  all  the  gates  are 
closed  the  destination  is  announced  to  the  operator  by  tele 
phone  and  the  car  promptly  proceeds  to  the  desired  floor. 
The  handling  crew  on  this  floor  take  charge  of  the  train  on 
its  arrival.  Such  a  layout  is  desirable  where  the  handling 
is  nearly  continuous. 

Power   Consumption 

A  complete  analysis  of  the  power  requirements  of  an  ele 
vator  installation  is  a  tedious  operation.  The  hydraulic 
equipments  were  treated  in  detail  by  Brown*  to  which  the 
reader  is  referred. 

The  electric  elevators  are  not  unlike  the  hydraulic  ele 
vator  in  this  respect.  However,  there  is  this  one  difference 
— after  the  installation  is  complete  the  electric  elevator  is 
much  easier  to  subject  to  test,  since  the  necessary  measure 
ments  are  readily  made.  The  important  information  needed 
to  estimate  the  power  requirements  of  elevator  installations 
for  purposes  of  comparison  should  be  obtained  before  they 
are  built.  A  general  analysis  for  electric  elevators  will  now 
be  attempted. 

The  three  principal  losses   are : 

(a)  Motor  efficiency. 

(b)  Gear  efficiency. 

(c)  Inertia. 

The  motor  efficiency  depends  somewhat  upon  whether  they 
are  to  be  used  for  direct  or  alternating  current.  The  manu 
facturers  of  motors  have  available  efficiency  curves  for 
proposed  elevator  equipment.  Such  data  should  give  effi 
ciency  for  all  loads,  since  elevators  are  rarely  subjected 
to  constant  load.  This  will  determine  the  motor  efficiency 
for  any  load. 

The  gear  efficiency  depends  upon  the  type  of  gear  reduc 
tion  used;  i.  e.,  worm  drive  or  herringbone  gear.  Where 
the  motor  is  direct-connected  to  the  driving  sheave,  as  in 
traction  elevators,  this  gear  loss  is  entirely  eliminated. 

The  very  important  item,  particularly  in  high  rise  high 

•Passenger  Elevators,  Transaction  of  the  American  Society  of 
Civil  Engineers,  Vol.  LIV.,  Fart  B,  1905. 


speed  elevators,  is  the  inertia  of  the  moving  masses.  These 
masses  must  be  accelerated  at  a  given  rate  to  bring  them  up 
to  their  proper  speed.  This  energy  in  the  high  speed  high 
rise  elevators  is  a  considerable  part  of  the  total  energy 
required.  On  stopping  this  energy  is  absorbed  by  the  brakes 
and  is  dissipated  in  the  form  of  heat  since  coasting  is  not 
used  in  elevator  practice. 

Having  a  proposed  layout  of  the  elevator  equipment  at 
hand  the  pull  on  the  lifting  cables  is  due  to  the  force  re 
quired  to  accelerate,  hoist  the  unbalanced  load,  overcome 
friction  in  the  guides  of  both  car  and  counterweight,  and 
the  air  friction  of  the  car  and  other  moving  parts  of  the 
system. 

The  pull  on  the  cables  due  to  the  acceleration  is  the 
product  of  the  mass  and  the  acceleration  of  the  car.  The 
additional  pull  due  to  the  load  is  dependent  upon  the  un 
balanced  weight  and  is  readily  obtainable.  The  various 
friction  losses  must  be  estimated  from  tests  on  previous 
installations  of  a  similar  character.  It  is  fortunate  in  this 
connection  that  windage  losses  are  least  at  starting  and 
become  a  maximum  at  full  speed  where  the  acceleration 
becomes  zero.  Having  these  three  the  total  pull  on  the 
ropes  is  equal  to  their  sum.  This  pull  when  multiplied  by 
the  radius  of  the  driving  sheave  gives  the  torque  which  must 
be  applied  to  the  sheave  shaft  in  order  to  exert  this  pull 
on  the  cables.  If  this  torque  is  divided  by  the  efficiency  of 


„?()    25  30       40    50    60  70      90 


150200         300     400  500  600 


ZO    ZS    50       40     50    60       80     100  150      200          300     400   500  WO 

Speed  of  Car  in   Feef  Per  Minute. 

Chart  for   Determining   Horsepower  of  a   Motor 

the  gear  it  will  give  the  torque  which  must  be  provided 
by  the  motor. 

The  required  electrical  input  to  the  motor  is  obtained 
by  dividing  the  torque  at  the  shaft  by  the  motor  efficiency 
at  the  given  load  and  speed. 

It  must  be  noted  that  all  the  foregoing  quantities  vary 
with  the  speed  and  the  complete  analysis  involves  consider 
able  computation.  The  problem  is  made  still  more  com 
plicated  by  the  inherent  characteristics  of  the  elevator 
control.  The  total  power  input  to  the  motor  must  be  that 
used  in  the  motor  and  that  lost  in  the  starting  resistances 
and  other  control  apparatus. 


ELECTRIC   ELEVATORS 


477 


Fortunately,  however,  in  comparing  several  elevators  for 
the  same  service  there  are  some  elements  in  common  and 
the  analysis  may  be  narrowed  down  to  one,  or  at  least  a 
few  elements. 

When  the  elevator  installation  is  made  the  energy  of  the 
moving  masses  may  be  found  by  a  method  described  by 
Lindquist*,  which,  however,  will  not  be  given  here. 

For  an  approximate  determination  of  motor  si/es  on 
electric  elevators  the  following  treatment  may  be  used.  The 
horsepower  of  the  motor  depends  upon  three  factors — net 
weight  to  be  hoisted,  speed  and  efficiency  of  the  elevator. 
The  net  weight  in  general  is  the  weight  of  the  car  and  the 
load  less  the  counterbalance.  The  latter  is  the  sum  of  the 
car  counterbalance  plus  the  overbalance.  It  is  assumed  that 
the  hoisting  cables  are  counterbalanced  so  that  at  any  point 
in  the  shaft  the  cables  are  practically  in  equilibrium. 

The  losses  due  to  all  causes  are  assumed  as  50  per  cent, 
in  the  chart  for  determining  the  horsepower  of  the  motor. 
To  find  the  proper  size  motor  follow  the  diagonal  line  cor 
responding  to  the  unbalanced  load  up  to  the  point  where  it 
crosses  the  vertical  line  corresponding  to  the  required  speed. 
The  horizontal  line  through  this  intersection  will  give  the 

•Transactions  of  the  American  Society  of  Mechanical  Ensineers, 
Vol.  37,  1915, 


required  motor  horse  power.  For  example,  suppose  the  net 
load  is  2500  Ib.  and  the  car  speed  is  200  ft.  per  min.,  the 
intersection  of  these  lines  occurs  at  the  horizontal  line 
marked  30.  Hence  the  required  size  of  motor  is  30  horse 
power. 

If  the  efficiency  is  known  to  be  other  than  50  per  cent., 
say,  60  per  cent,  the  required  size  will  be  five-sixths  of  this, 
or  25  horsepower. 

In  general  the  horsepower  may  be  calculated  from  the 
equation. 

HP-     WV 

33000E 

H.P.  =    rated  horsepower  of  the  motor. 
W      =     unbalanced  load  in  Ib. 
V       =    speed  of  car  in  ft.  per  min. 
E       =    efficiency  of  the  system  expressed  in  decimals 
(i.  e.  0.50) 

As  a  check,  compute  the  motor  required  for  the  previous 
case. 

2500  x  200 


H  P  = 

33000  x     .60 
=  25  approximately. 


Electric   Elevators 


A  treatise  covering  electric  elevators  can  probably  best 
be  attempted  by  presenting  a  discussion  covering  the  units 
— including  motors,  drives,  controls,  breaking,  etc.,  which, 
combined,  have  made  the  elevator  in  its  present  high  state 
of  development  possible. 

Motors 

The  type  of  motor  is  either  direct  current  or  alternating 
current  depending  on  local  conditions.  The  voltages  on 
commercial  direct  current  circuits  are  110-120  volts,  220-240 
volts  of  500-600  volts,  the  latter  being  common  for  trolley 
service.  The  more  common  voltage  is  220-240  volts. 

The  alternating  current  voltages  vary  about  the  same  as 
the  direct  circuit  voltages,  but  the  lower  voltage  (110-120) 
is  not  commonly  used  for  elevator  service.  In  addition  to 
the  voltage  there  are  additional  characteristics  of  alternating 
current  circuits  to  be  considered,  such  as  frequency  and 
number  of  phases.  Common  frequencies  are  25  and  60 
cycles  per  second.  The  phases  are  either  single  or  polyphase, 
the  latter  being  two-phase  or  three-phase.  The  two-phase 
current,  moreover  may  be  supplied  by  either  three  or  four- 
wire  circuits. 

A  desirable  characteristic  of  any  motor  for  direct  drive 
elevator  use  is  low  inertia  of  the  armature  in  the  case  of 
direct  current  machines  and  of  the  rotor  in  alternating  cur 
rent  machines.  Energy  is  supplied  to  the  motor  by  the 
current  taken  from  the  line  and  is  dissipated  in  the  brake 
in  the  form  of  heat  and  every  start  or  stop  is  a  source  of 
loss.  For  heavy  exacting  service,  therefore,  this  loss  re 
quires  attention.  In  general,  the  slow  speed  and  the  small 
diameter  rotating  elements  are  desirable  features.  These 
characteristics  are  known  to  motor  manufacturers  and 
have  been  given  due  consideration.  Where  several  equip 
ments  are  offered  for  the  same  service  this  item  must  be  de 
cided  by  the  person  responsible  for  the  layout. 

Direct  current  motors  should  be  compound  wound  with 
from  10  per  cent  to  15  per  cent  of  the  ampere  turns  in  the 
field  at  full  load.  The  strong  field  thus  secured  is  desirable 


since  it  produces  a  good  starting  torque.  This  compound 
field  is  short  circuited  by  the  controller  after  starting  the 
motor  and  it  then  continues  to  operate  as  a  constant  speed 
shunt  machine.  If  elevators  are  used  for  speeds  over  200 
ft.  per  min.  they  should  be  provided  with  taps  into  the 
shunt  field  so  that  the  field  may  be  weakened,  thereby  in 
creasing  the  speed.  This  is  done  automatically  by  the  con 
troller.  The  speed  variation  by  field  regulation  amounts  to 
from  40  per  cent  to  60  per  cent  of  the  full  speed.  Addi 
tional  speed  variation  is  obtained  with  resistances  in  series 
with  the  armature. 

On  high  speed  equipments  dynamic  braking  is  provided  in 
addition  to  the  mechanical  braking.  This  is  accomplished 
by  either  putting  a  resistor  across  the  armature  terminals 
or  by  throwing  a  low  resistance  field  across  the  armature 
terminals.  In  the  latter  case  the  dynamic  braking  is  pro 
portional  to  the  speed  and  therefore  to  the  load,  thus  giving 
good  stops  under  all  conditions. 

If  dynamic  braking  is  provided  the  motor  should  be  able 
to  commutate  from  150  per  cent  to  200  per  cent  full  load 
current  without  undue  sparking.  The  shunt  field  of  the 
motor  must  al;o  be  able  to  withstand  about  one-half  of  the 
line  voltage  continuously  without  excessive  heating. 

Interpole  motors  are  suitable  for  elevator  service  when 
dynamic  braking  is  provided.  Their  function  is  to  neutral 
ize  the  cross-magnetising  effect  due  to  the  current  in  the 
armature.  It  is  the  distortion  of  the  field  due  to  the  arma 
ture  current  which  shifts  the  plane  of  commutation.  If  a 
field  in  the  interpoles  directly  proportional  to  the  armature 
current  is  provided  no  distortion  of  the  main  magnetic  field 
results  and  the  plane  of  commutation  remains  constant  for 
all  loads.  Since  dynamic  braking  requires  the  commutation 
of  heavy  armature  currents  this  type  of  motor  should  be 
provided  is  such  cases. 

For  the  slow  speed  motors  the  solenoid  brake  is  sufficient 
to  bring  the  car  to  rest  and  the  expense  of  the  more  com 
plicated  dynamic  brake  is  not  justified. 

For   alternating   current   service   the   induction   motor    is 


478 


ELEVATORS 


most  frequently  used.  For  single  phase  circuits  on  freight 
elevators  it  is  sometimes  desirable  to  have  the  motor  run 
in  one  direction,  using  two  belts,  one  open  and  one  crossed 
to  accomplish  the  reversal  of  the  car.  The  standard  split- 
phase  or  repulsion-induction  types  of  motors  are  unsuitable 
for  elevator  service.  Service  types  of  self-starting  repul 
sion-induction  motors  which  absolutely  insure  reversal  of 
the  motor  when  the  connections  are  reversed  quickly  can 
be  satisfactorily  employed. 

Special  variable  speed  alternating  current  motors  have 
recently  been  developed  where  the  number  of  poles  is 
changed,  thus  giving  two  running  speeds.  These  may  be 
used  for  elevators  running  over  200  ft.  per  m in. 

Alternating  current  motors  have  certain  limitations  which 
are  not  true  of  direct  current  machines,  chief  of  which  is 
the  inability  to  get  moderate  changes  in  speed  without 
serious  changes  in  the  torque.  For  the  ordinary  induction 
motor  the  speed  at  no  load  is  nearly  that  of  the  synchronous 
speed  corresponding  to  the  frequency  of  the  supply  cir 
cuit.  As  the  load  increases  the  speed  falls  off  slightly.  This 
drop  in  speed  divided  by  the  synchronous  speed  expressed  as 
a  percentage  is  known  as  the  "slip."  If  a  motor  has 
a  slip  of  more  than  10  per  cent  it  is  unsuitable  for  elevator 
service. 

The  two  general  classes  of  polyphase  induction  motors  are 
the  slip  ring  and  the  squirrel  cage  types.  The  slip  ring 
type  gives  the  best  results.  It  starts  smoothly  because  of 
inserting  a  variable  resistance  in  the  rotor  circuit.  Thus 
the  heavy  inrush  of  current  at  starting  can  be  reduced  to 
an  amount  comparable  with  the  direct  current  motor.  By 
varying  this  secondary  resistance  in  the  rotor  circuit  it  is 
possible  to  maintain  nearly  constant  speed  at  all  loads ; 
hence  sucli  motors  have  operating  characteristics  closely 
resembling  those  of  shunt  wound  direct  current  motors. 

Polyphase  squirrel  cage  motors  may  be  used  where  suffi 
cient  power  and  line  capacity  are  available.  Such  motors 
take  from  two  to  three  times  normal  current  at  starting. 
Hence  they  must  be  limited  to  sizes  below  about  15  horse- 
pnwcr.  The  particular  objection  to  using  such  large  start 
ing  currents  lies  in  the  fact  that  they  cause  a  serious  drop 
in  the  line  voltage.  If  lamps  and  other  motors  are  con 
nected  to  the  same  circuit  the  lamps  will  flicker  and  the 
motors  will  momentarily  drop  in  speed  during  the  times 
of  these  heavy  drafts  of  current.  The  starting  torque  of 
elevator  motors  should  be  at  a  maximum  during  the  ac 
celeration  period.  Accordingly  the  introduction  of  resist 
ances  in  series  with  the  squirrel  cage  motor  to  limit  the 
starting  current  are  not  advisable  since  this  also  decreases 
the  starting  torque. 

Winding  Engines 

The  engines  to  be  described  consist  essentially  of  a  drum, 
an  electric  motor  and  the  mechanical  connection  between 
the  drum  and  the  motor.  Belted  connection  between  motor 
and  drum  is  considered  elsewhere.  In  what  follows  atten 
tion  will  be  confined  to  direct  driven  or  at  least  positively 
driven  equipments  (i.  e.,  exact  gear  ratio  maintained  be 
tween  motor  and  drum). 

The  drums  used  for  elevator  service  are  made  of  cast 
iron  and  are  scored  to  receive  the  cables.  The  form  of  the 
scoring  is  single,  double  or  quadruple  depending  upon 
whether  one,  two  or  four  lifting  cables  are  used.  The  lift 
ing  cables  are  secured  to  the  drum  by  means  of  thimbles 
and  about  one  turn  of  cable  around  the  drum.  Since  when 
the  car  descends  the  counterweights  are  lifted,  and  vice 


versa,  the  counterweight  cables  may  use  the  same  grooves 
as  the  lifting  cables.  Thus  when  one  set  unwinds  from  the 
drum  the  other  cables  are  being  wound. 

The  mechanical  connection  between  the  motor  and  the 
drum  may  be  chain,  worm  and  wheel,  spur  gear,  internal 
spur  gear,  herringbone  gear  or  suitable  combinations.  Each 
form  has  advantages  either  mechanical,  structural  or 
financial.  It  is  therefore  not  an  easy  matter  to  decide  the 
best  form.  However,  the  record  of  good  practice  has  done 
much  to  define  the  field  of  certain  types. 

The  chain  drive  is  suitable  for  the  lighter  loads.  It  is 
used  in  cases  where  a  positive  drive  is  required  and  the 
distance  between  shafts  is  too  large  for  gearing.  Chains 
stretch  in  service  and  their  pitch  therefore  increases ;  hence 
the  fit  becomes  less  perfect  as  time  goes  on. 

Spur  gears  are  used  only  on  the  very  slow  speed  equip 
ments.  This  is  mainly  due  to  the  noise  caused  by  the  back 
lash  in  the  gears.  A  modification  of  the  spur  gear — the 
herringbone  gear — preserves  the  rolling  action  principle  of 
the  simple  spur  gear  but  the  additional  smoothness  of 
action  and  the  high  efficiency  when  properly  constructed 
make  it  a  desirable  drive. 

The  worm  gear  has  been  a  favored  drive  from  the  earliest 
elevators.  However,  the  action  is  sliding  and  the  necessity 
of  good  lubrication  for  such  gears  is  important.  The  rea 
son  for  using  gear  reductions  of  any  kind  on  elevator 
motors  is  to  take  advantage  of  the  lower  cost  of  the  higher 
speed  motors. 

The  car  speed  depends  upon  the  motor  speed,  gear  re 
duction  and  the  diameter  of  the  drum.  Each  turn  of  the 
drum  winds  up  a  length  of  cable  equal  to  the  periphery 
of  the  drum ;  hence  the  car  speed  is  equal  to  the  peripheral 
speed  of  the  drum.  If  the  motor  speed  is  known  or  can 
be  measured  and  if  the  gear  ratio  is  known  the  drum  speed 
is  easily  determined.  This  drum  speed  in  revolutions  per 
minute  multiplied  by  the  periphery  of  the  drum  in  feet 
gives  the  car  speed  in  feet  per  minute.  Thus,  having  speci 
fied  the  car  speed  desired  the  designer  may  vary  the  drum 
diameter,  the  gear  ratio  or  the  motor  speed.  As  a  result 
the  drum  type  of  elevator  is  special  for  nearly  every  installa 
tion.  The  length  of  the  drum  is  dependent  upon  the  total 
rise.  Each  revolution  of  the  drum  winds  up  a  length  of 
cable  equal  to  the  periphery ;  the  number  of  turns,  there 
fore,  is  equal  to  the  total  rise  of  the  car  divided  by  the 
length  of  cable  wound  per  turn.  Finally  the  length  of  the 
drum  is  equal  to  the  pitch  of  the  scoring  multiplied  by 
the  number  of  turns  required.  An  allowance  of  a  full 
turn  at  each  end  is  added  since  the  cables  usually  have  a 
full  turn  before  they  lift  the  load. 

Worm  Gear  Winding   Engine 

In  direct-connected  worm  driven  winding  machines  the 
motor  is  of  the  direct  current  multi-polar  type.  Generally 
two  brakes  are  provided  on  the  extension  of  the  armature 
shaft,  the  one  nearest  the  motor  being  a  solenoid  brake, 
the  other  a  mechanically  operated  brake.  These  winding 
machines  are  used  with  elevators  having  capacities  ranging 
from  1,000  Ib.  up  to  10,000  lb.,  or  considerably  larger  than 
the  average  load  on  freight  elevators.  This  type  of  ma 
chine  is  suitable  for  basement  installation.  A  vibrator 
sheave  may  be  used  to  guide  the  counterweight  cables  in 
the  shaft  and  the  drum  may  project  into  the  shaft  so  that 
the  lifting  cables  require  no  sheave  to  guide  them  on  the 
winding  drum.  The  machine  may  be  arranged  for  hand- 
rope,  lever  or  wheel  control. 

In  the  usual  arrangement  of  a  basement  freight  elevator 
a  car  of  the  simple  platform  type  with  access  from  two 


ELECTRIC   ELEVATORS 


479 


.sides  is  used  and  the  lifting  and  counterweight  rabies  pass 
over  the  overhead  sheaves  to  the  winding  engine  and  coun- 
k-r\\  eight  respectively.  The  arrangement  of  counterweights 
is  a  matter  of  layout.  As  a  general  rule  they  are  placed 
where  convenient,  after  the  location  of  car  gates  has  been 
decided.  The  type  of  car  illustrated  is  suitable  for  speeds 
not  to  exceed  50  ft.  per  min.  The  loads  should  not  exceed 
5,000  lb.,  but  with  suitable  changes  in  the  design  the 
carrying  capacity  may  be  made  much  higher. 


to  the  motor  pinion  adjacent  to  the  drum.  The  control  is 
obtained  by  means  of  a  cable  actuated  by  hand-rope,  lever 
nr  wheel  in  the  car. 

Internal  Gear  Worm  Drive 

The  chain  drive  engine  just  described  showed  a  method 
of  acquiring  gear  reduction  in  addition  to  that  obtained 
by  the  simple  worm  drive.  Another  solution  of  the  same 
problem  is  offered  by  the  internal  geared  engine,  where  the 


Worm    Gear    Winding    Engine — Basement 

For  freight  service  an  overhead  installation  has  the  par 
ticular  advantage  in  that  it  requires  less  rope.  The  inertia 
of  the  cables  is  decreased  and  therefore  also  the  power  con 
sumption.  The  increased  cost  of  installing  overhead  may, 
however,  be  sufficient  to  make  it  advisable  to  locate  the 
elevator  in  the  basement,  even  with  the  disadvantage  of 
increased  power  consumption.  This  is  particularly  true 
of  heavy  machines. 

Chain   Drive  Worm   Gear 

\Yhere  loads  are  unusually  heavy  and  may  be  operated  at 
low  speeds  the  gear  reduction  obtained  by  a  single  worm 
and  worm  wheel  may  be  insufficient.  One  solution  of  this 
problem  is  the  chain  driven  elevator  in  which  a  chain  drive 
is  used  in  addition  to  the  worm  and  wheel  drive.  In  a 
typical  arrangement  which  is  used  when  considerable  gear 
reduction  is  desired  and  when  the  installation  does  not 
warrant  the  more  expensive  internal  gear  drive  or  even  the 
herringbone  drive  the  winding  end  is  substantially  the  same 
as  the  ordinary  worm  drive  and  the  chain  sprocket  is  geared 


Worm   Gear   Winding   Engine-   Overhead   Installation 

motor  drives  the  worm  and  worm  wheel  in  the  usual  way, 
but  the  worm  wheel  shaft  carries  a  pinion  which  meshes 
with  the  internal  gear  on  the  winding  drum.  The  elevator 
is  arranged  for  some  form  of  mechanical  control  and  also 
provided  with  a  mechanical  brake. 

Tandem  Gear  Winding  Drum 

Where  the  loads  or  the  speeds  are  too  high  for  a  single 
worm  and  worm  wheel  reduction  tandem  gear  may  be 
used.  The  motor  should  be  entirely  enclosed  when  used 
in  places  where  moisture  or  dust  prevail.  In  such  cases 
a  portion  of  the  heat  generated  by  the  motor  must  be  dissi 
pated  by  radiation  from  the  outside  surface  of  the  motor. 
Thus  enclosing  the  motor  reduces  the  capacity  seriously : 
accordingly  installations  of  this  kind  demand  larger  motors 
for  the  same  work.  When  such  installations  are  under 
advisement  the  motor  manufacturer  should  be  informed  so 
that  a  motor  will  be  furnished  of  such  size  that  the  tempera 
ture  of  the  interior  shall  not  rise  to  a  point  such  as  to 
destroy  the  insulation  of  the  windings. 


480 


ELEVATORS 


With  the  worms  cut  right  and  left  hand  the  end  thrust 
which  is  always  present  in  single  cut  worms  is  eliminated. 
A  thrust  bearing  is  always  provided  on  simple  worm  drives 
to  take  up  the  thrust. 

Back  Geared  Winding  Drum 

Where  a  normal  elevator  service  prevails  and  in  addition 
emergency  needs  require  the  lifting  of  safes,  machinery  and 
other  heavy  loads  a  back  geared  type  of  winding  machine 
may  be  used.  For  normal  service  the  motor  is  connected 
directly  with  the  worm  and  operates  the  same  as  the  ordi- 


herringbone  (or  spur  gears  in  general)  is  that  in  worm 
drives  there  is  sliding  motion  while  in  the  herringbone 
gear  the  action  is  principally  rolling  motion.  Worm  drives, 
require  great  care  in  their  lubrication  since  with  the 


Tandem  Gear  Traction  Elevator  Engine 

nary  worm  gear  winding  machine.  H  a  heavy  load  is  to 
be  hoisted  the  hack  gears  are  thrown  into  service  and  the 
direct  drive  of  the  armature  shaft  and  the  worm  shaft 
is  uncoupled,  thus  securing  a  greater  gear  ratio  and  the 
same  motor  is  enabled  to  lift  heavier  loads  at  a  correspond 
ing  reduction  in  the  speed.  A  return  to  normal  service  is 
brought  about  by  reconnecting  to  the  original  arrangement. 

Generally  the  engine  is  equipped  with  a  double  set  of 
solenoid  brakes  for  the  heavy  service  conditions.  Both 
brakes  may  be  used  for  normal  service,  but  in  that  case 
adjustment  for  heavy  service  may  give  too  rapid  a  rate 
of  retardation  for  normal  service.  In  this  event  the  pres 
sure  between  the  brake  band  and  the  face  of  the  flanges 
must  be  decreased. 

The  back  geared  elevator  described  offers  a  solution  in 
circumstances  where  the  heavy  freight  service  is  not  suffi 
ciently  in  demand  to  warrant  the  installation  of  a  separate 
machine  for  such  service.  If  a  single  outfit  is  used  the  cables 
should  be  designed  for  the  heaviest  loads  it  is  intended  to 
lift. 

Herringbone  Gear 

The  speed  reduction  of  a  worm  drive  is  subject  to  many 
limitations.  For  the  same  distance  between  shafts  spur  gears 
permit  greater  freedom  in  establishing  suitable  gear  ratios, 
but  spur  gears  are  noisy  and  for  continued  severe  service 
must  be  cut  with  extreme  accuracy  and  be  maintained  thus 
in  service.  Even  very  slight  departures  from  correct  tooth 
forms  cause  variations  in  tooth  pressure  which  may  reach 
several  times  normal  tooth  pressures.  The  destructive  ac 
tion  under  such  conditions  argues  against  the  use  of  simple 
spur  gears  for  elevator  service. 

The  rolling  contact  of  spur  gears  is  an  advantage  and 
is  preserved  in  the  modification  known  as  the  "herring 
bone"  gear.  Here  the  double  slope  of  the  teeth  eliminates 
side  thrust  and  the  helical  disposition  of  the  tooth  face 
insures  continuity  of  tooth  action.  When  well  cut  these 
gears  are  highly  efficient  but  correspondingly  expensive. 

An  important  difference  in  worm  drives  compared   with 


Single  Gear  and  End  Thrust 

usual  thread  angles  (lead)  the  load  slides  a  greater  dis 
tance  than  it  lifts.  In  herringbone  gears  were  it  not  for 
the  deformation  of  the  tooth  under  load  and  the  inaccuracies 
in  gear  cutting  the  action  would  be  that  of  pure  rolling. 
However,  departures  of  this  kind  introduce  some  sliding 


Tandem  Gear 

and  such  gears  also  require  lubrication.  Nevertheless,  im 
perfect  lubrication  is  less  important  on  herringbone  gears 
than  on  worm  drives. 

Electric  Traction  Engines 

The  traction  elevator,  as  shown  in  the  illustration,  con 
sists  essentially  of  a  car,  a  counterweight  and  the  driving 
sheave  or  sheaves,  which  are  usually  driven  by  an  electric 
motor.  The  cables  are  made  fast  to  the  car  and  pass  over 
a  grooved  driving  sheave,  then  down  and  under  an  idler 
sheave,  returning  in  separate  grooves  over  the  driving 
sheave  and  down  to  the  counterweight.  A  considerable 
pressure  is  produced  between  the  cables  and  the  drive 
sheave,  due  to  the  loads  on  the  ends  of  the  cables  (i.  e.  car 
and  counterweight).  The  frictional  resistance  between  the 
drive  sheave  and  the  cables  must  be  overcome  to  lift  the 
car.  The  underlying  mechanical  principle  of  the  traction 
elevator  is  identical  with  that  in  the  ordinary  belt  drive. 

For  low  rise  elevators  should  the  car  or  counterweight 
"bottom,"  the  cables  slacken  and  reduce  the  pressure  be 
tween  cables  and  grooves  and  thus  reduce  the  traction  much 
the  same  as  a  slack  belt  on  a  driving  pulley.  This  will 
in  most  installations  prevent  the  car  or  counterweight, 
whichever  happens  to  be  at  the  top,  from  running  into  the 
overhead  beams.  On  very  high  rise  elevators  the  effective- 


ELECTRIC   ELEVATORS 


481 


ness  of  this  safety  feature  decreases  since  the  weight  of  the 
cables  may  be  sufficient  to  produce  the  necessary  traction 
to  bring  about  the  dangerous  overtravel. 

Traction  elevators  may  be  used   for  any  rise  with   less 
complication  than  the  winding  drum  type  machine.     In  the 


Roping   for   Traction   Engines 

case  of  the  winding  drum,  having  given  the  gear  ratio 
between  motor  and  drum,  the  car  speed  is  lixed  by  the 
diameter  of  the  drum.  Doubling  the  diameter  of  the  drum, 
other  things  remaining  the  same,  doubles  the  car  speed.  The 
length  of  the  drum  is  directly  proportional  to  the  rise  of 
the  car.  Hence  in  winding  drum  installations  ca  h  equip 
ment  is  more  or  less  special  since  economical  car  spenN 
and  rises  vary  widely.  For  the  traction  machine,  with  any 
given  gear  ratio  the  car  speed  is  also  nearly  proportional 
to  the  diameter  of  the  driving  sheave. 

Traction  elevators  may  be  either  gearless  or  geared.  The 
gearlcss  elevator  may  be  one-to-one  (1:1)  or  two-to-one 
(2:1)  rope  geared.  The  simplest  form  of  the  drive  is  the 
one-to-one.  Where  it  is  desired  to  save  on  the  cost  of  the 
motor  the  two-to-one  permits  the  use  of  a  motor  of  twice 
the  speed  if  the  driving  sheave  and  the  car  speed  remain 
the  same.  For  the  same  horsepower  output  the  cost  de 
creases  with  increase  in  speed  of  the  motor. 

The  geared  machines  used  either  worm  or  herringbone 
gears.  They  use  higher  speed  motors  than  the  gearless  and 
are  therefore  less  expensive.  It  is  intended  that  the  de 
crease  in  the  initial  cost  will  compensate  for  the  increased 
cost  of  operation  due  to  the  gears.  Whether  it  does,  must 
be  determined  by  investigation. 

One-to-One    Gearless    Traction    Engine 

Traction  elevators  when  used  for  high  speed  service  are 
usually  of  the  one-to-one  ratio.  With  the  same  mechanism 
the  car  speed  may  be  reduced  to  one-half  this  speed  by 
means  of  a  two-to-one  ratio. 

The  particular  characteristic  of  the  one-to-one  type  is 
that  the  car  is  suspended  directly  from  the  rope  as  it 
leaves  the  driving  sheave.  Thus  the  peripheral  speed  of 


the  driving  sheave  is  the  same  as  the  speed  of  the  car  ex 
cept   for  the  slight   influence   of   the  slip  of  the   cables. 

Two-to-One  Traction  Elevator 

A  diagrammatic  illustration  of  a  two-to-one  traction 
equipment  is  depicted.  Here  the  cables  from  the  drive 
sheave  pass  over  a  sheave  secured  to  the  car  and  the  free 
nuU  are  fastened  to  the  beams  which  support  the  engine 
overhead.  The  counterweights  are  roped  in  the  same  way. 
Under  these  conditions  the  car  speed  is  practically  one-half 
of  the  peripheral  speed  of  the  driving  sheave. 

Spur  Geared  Traction  Engine 

dcared  machines  are  used  when  it  is  desired  to  take  ad 
vantage  of  the  low  cost  of  the  high  speed  motors  used  with 
geared  equipments.  With  these  the  energy  stored  in  the 
revolving  armature  is  greater  than  with  the  slower  speed 
motors  and  hence  the  current  consumption  is  greater.  Also 


Spur    Gear    Traction    Engine 

since  more  energy  is  stored  in  the  armature  the  brakes 
must  be  designed  to  dissipate  more  of  the  kinetic  energy. 
Since  this  dissipation  of  energy  by  means  of  the  brakes  is 
accompanied  by  wear  the  life  of  the  brakes  is  shortened  in 
the  high  speed  motor  equipment.  The  simple  type  of  spur 
geared  automobile  elevator  illustrated  is  used  on  slow  speed 
equipments  where  the  noise  of  the  gears  is  not  objection 
able. 

Worm   Geared  Traction  Engine 

For  smoother  action  than  that  obtainable  with  spur  gears 
a  worm  drive  may  be   suitable.     This  permits  a   low   cost 


482 


ELEVATORS 


motor  to  be  used  and  gives  operating  speeds   from  50  ft. 
to  150  ft.  per  min. 

Internal  Gear  Worm  Drive  Traction  Engine 

As  in  drum  winding  engines  the  internal  gear  in  addi 
tion  to  the  worm  drive  is  used  to  give  greater  gear  ratios 
than  those  obtainable  with  the  simple  worm  drive.  These 
equipments  are  used  on  slow  speed  elevators  for  heavy 
loads. 

Where  the  duty  is  heavier  or  the  speed  is  greater  than 
that  which  is  safe  practice  for  single  worm  gear  drives 
the  tandem  arrangement  offers  a  solution.  The  idler 
sheaves  may  be  placed  below  or  overhead,  the  latter  ar 
rangement  being  suitable  for  basement  installations.  These 
elevators  are  used  for  car  speeds  as  high  as  450  ft.  per  min. 

Herringbone   Gear   Traction   Engine 

The  desirable  qualities  of  herringbone  gears  have  pre 
viously  been  mentioned.  The  use  of  the  high  gear  ratio 
permits  the  use  of  high  speed  motors  and  yet  brings  the 
cost  of  the  elevator  installation  within  commercial  limits 
in  cases  where  gearless  outfits  might  be  out  of  the  question. 

Belt  Drives 

Belted  elevators  are  used  where  the  loads  are  sufficiently 
heavy  to  be  inconvenient  for  operation  by  hand-power  but 
where  the  greater  expense  of  direct-driven  power  elevators 
cannot  be  justified.  They  are  made  for  operation  with  a 
single  or  a  double  belt. 

When  a  single  belt  is  used  it  is  necessary  to  install  a 
reversible  motor  so  as  to  enable  the  car  to  travel  up  or 
down.  If  power  is  taken  from  a  line  shaft  which  cannot 
be  reversed  the  up  and  down  travel  of  the  car  may  be 
accomplished  by  the  use  of  a  double  belt  elevator.  Here 
the  belts  are  arranged  so  that  an  open  and  a  crossed  belt 
are  used. 

In  the  illustration  of  a  single  belt  electric  elevator  de 
picted  the  motor  and  the  machine  are  shown  on  the  ceiling. 
The  motor  is  started  and  reversed  by  means  of  a  hand- 


Single  Belt  Electric  Elevator 

rope  in  the  shaft,  which  operates  the  controller.  The  motor 
drives  the  pulley  which  is  keyed  to  the  worm  shaft.  A 
worm  and  wheel  afford  additional  means  of  speed  reduc 
tion  to  the  speed  reduction  obtained  by  the  difference  in 
the  pulley  diameters  on  the  motor  and  on  the  worm  shaft. 
The  worm  wheel  is  keyed  to  the  shaft  on  which  the  drum 
is  keyed.  The  drum  is  scored  to  receive  the  hoisting  and 
counterweight  cables  and  the  helical  winding  of  the  ropes 
on  the  drum  is  accomplished  without  danger  of  chafing. 


The  machine  shown  is  equipped  with  a  mechanical  brake. 
There  is  also  a  traveling  nut  device  to  open  the  motor  circuit 
when  the  platform  reaches  either  of  the  terminal  landings. 
Additional  safety  features  may  be  added.  The  one  com 
monly  used  is  the  rope-lock  described  elsewhere.  Several 
of  the  devices  considered  under  the  heading  of  electric 
control  may  be  used  in  connection  with  these  elevators. 
However,  since  belted  elevators  are  used  for  slow  speed 
freight  service  (less  than  100  ft.  and  usually  from  30  ft. 
to  50  ft.  per  min.)  and  in  low  cost  equipments  the  control 
refinements  are  ordinarily  reduced  to  a  minimum. 

In  the  floor  winding  engine  of  the  double  belt  type  de 
scribed  the  engine  consists  of  a  drum  shaft  on  which  are 
located  the  winding  drum  and  the  worm  wheel.  The  car 
and  counterweight  cables  are  wound  on  the  scored  winding 
drum.  The  operating  rope  is  secured  to  the  shipper  wheel 
shown  in  front  of  the  drum.  The  projecting  pins  on  the 
shipper  wheel  engage  in  forked  fingers  secured  one  to  each 
of  the  two  horizontal  rods  near  the  base.  Turning  the 
shipper  wheel  permits  the  operation  of  only  one  of  the 
belt  shifters. 

The  worm,  brake  and  three  pulleys  are  located  on  the 
worm  shaft.  The  two  outer  pulleys  are  loose  on  the  shaft 
and  the  centre  pulley  is  keyed  to  it.  On  the  motor  or  line 
shaft  is  secured  a  pulley  of  the  same  width  as  that  of  the 
three  pulleys  on  the  worm  shaft.  Two  belts  are  used,  one 
open  and  the  other  crossed,  the  width  of  each  being  some 
what  narrower  than  the  pulleys  on  which  they  operate. 

In  the  position  of  rest  the  two  belts  run  loosely  on 
the  idler  (outer)  pulleys.  If  the  operator  wishes  to  start 
the  car  he  pulls  the  hand-rope,  which  in  turn  actuates  the 
shipper  wheel  on  the  drum  shaft  extension.  This  releases 
the  brake  and  causes  only  one  of  the  belt  shifters  to  move 
so  as  to  slide  the  belt  onto  the  centre  or  driving  pulley. 
To  stop  the  car  the  hand-rope  is  moved  in  the  opposite 
direction,  the  shipper  wheel  returns  to  the  central  position, 
shifts  the  belt  back  to  the  idler  pulley  and  finally  applies 
the  brake.  The  car  will  then  come  to  a  stop  in  a  time 
dependent  upon  the  pressure  which  the  brake  applies. 

The  safety  features  usually  included  consist  of  the  rope 
lock,  slack  cable  stop  and  limitation  stop  at  extreme  land 
ings. 

Control  may  be  secured  by  means  of  rope,  lever  or  wheel. 
Where  hand-rope  is  used  the  speed  is  fixed  by  the  Safety 
Code  at  50  ft.  per  min. 

Braking 

The  two  braking  methods  commercially  used  in  elevator 
practice  are  accomplished  by  mechanical  and  by  electrical 
means.  On  all  slow  speed  elevators  the  mechanical  brake 
alone  is  used.  For  speeds  over  100  ft.  per  min.  dynamic 
braking  is  used  in  addition  to  the  mechanical  braking. 
Practice  varies  considerably  in  this  respect  because  of  the 
varying  conditions  of  operation.  For  example,  if  the 
service  is  reasonably  constant  it  does  not  pay  to  open  the 
field  circuit  every  time  the  elevator  is  brought  to  a 
stop.  In  the  ordinary  compound  wound  direct  current 
motor  the  torque  on  the  shaft  is  proportional  to  the  field 
strength  and  to  the  armature  current.  In  the  building  up 
of  the  magnetic  field  the  inductance  of  the  field  winding 
limits  the  current  passing  through  it,  which  in  turn  limits 
the  field  strength.  Thus  at  starting  when  the  field  is  weak 
the  armature  current  must  be  increased  for  a  given  torque. 
The  armature  losses  vary  with  the  square  of  the  current  in 
put  for  constant  resistance  in  the  armature  circuit.  The  point 
to  consider,  therefore,  is  whether  the  saving  in  the  electric 


ELECTRIC   ELEVATORS 


483 


energy  by  interrupting  the  field  during  the  periods  of  rest 
compensated  for  the  decreased  armature  losses  due  to  the 
smaller  starting  currents  when  the  field  is  continuously  in 
circuit. 

Mechanical  Brakes 

The  mechanical  brakes  used  in  elevator  practice  are  al 
most  invariably  of  the  shoe  type.  The  brakes  when  normally 
applied  are  held  by  springs  or  weights  and  are  released 
mechanically  or  electrically  just  preceding  the  admission  of 
current  to  the  armature  of  the  elevator  motor.  The  general 
practice  is  to  use  a  solenoid  to  release  the  brakes  and  a 
spring  to  apply  them  after  the  solenoid  is  de-energized,  al 
though  an  electric  motor  is  sometimes  employed  in  place  of 
a  solenoid. 

In  the  direct  current  types  of  solenoids  two  styles  of 
winding  are  available,  namely  the  shunt  and  the  compound. 
In  the  shunt  wound  magnet  a  single  coil  is  connected  across 
the  line  to  release  the  brake.  In  the  compound  wound  there 
are  two  coils  in  the  same  frame,  a  shunt  and  a  series  coil. 
The  shunt  coil  is  connected  across  the  line,  while  the  series 


' 


Brake   for    Elevator    Machine 

coil  is  in  series  with  the  armature.  After  the  brake  is  re 
leased  by  the  combined  action  of  the  two  coils,  the  series 
coil  is  cut  out  of  circuit  by  the  controller,  while  the  shunt 
coil  is  left  connected  across  the  line  to  keep  the  brake  re 
leased.  With  the  compound  winding,  greater  pull  is  obtained 
with  the  same  magnet  frame  than  with  the  plain  shunt 
winding.  The  compound  winding  can  only  be  used  where 
the  controller  is  provided  with  contacts  for  cutting  the  series 
coil  out  of  circuit  when  in  the  full  speed  position. 

When  alternating  current  is  used  in  the  solenoid  the  cores 
of  the  magnet  must  be  laminated  to  decrease  the  heating  due 
to  hysteresis  of  the  iron.  It  is  necessary  in  alternating  cur 
rent  magnets  to  specify  both  the  voltage  and  the  frequency 
at  which  they  are  to  be  used.  These  magnets  are  shunt 
wound  only. 

Alternating  current  magnets  have  certain  characteristics 
not  found  in  direct  current  magnets  and  their  use  requires 


special  precautions.  The  pull  feature  of  direct  current  mag 
nets  makes  them  more  suitable  for  brake  service  than  alter 
nating  current  magnets.  With  direct  current  magnets  the 
pull  increases  as  the  stroke  decreases,  thus  insuring  a 
greater  pull  as  the  brake  spring  tension  increases.  \Yith 
alternating  current  magnets  the  pull  is  practically  constant 
throughout  the  stroke.  This  characteristic  should  be  taken 
into  account  when  designing  a  brake  mechanism  for  this 
type. 

The  best  design  of  brake  mechanism  is  one  which  utili/es 
the  full  pulling  power  of  the  solenoid  throughout  the  stroke. 
Moreover,  it  is  just  as  important  that  the  magnet  selected 
should  not  be  too  large  for  the  brake,  as  that  it  should  not 
be  too  small.  If  the  magnet  has  considerable  excess  power 
there  will  be  a  tendency  for  the  plunger  to  pull  in  with  an 
excessive  hammer  blow.  This  will  not  only  make  it  noisy 
in  operation,  but  will  unduly  strain  the  magnet  and  the 
mechanical  transmission  system,  in  addition  to  requiring  a 
larger  amount  of  power  than  is  necessary. 

Particular  care  should  also  be  exercised  in  mounting  these 
magnets  on  the  brake  mechanism  to  avoid  all  side  strains 
on  the  plunger.  Any  undue  side  pull  on  the  plunger  will 
prevent  its  seating  squarely  against  the  plug  and  will  cause 
a  chattering  noise  in  its  operation. 

The  fact  that  alternating  current  magnets  act  much  more 
quickly  than  direct  current  magnets  causes  them  to  offer 
considerable  inertia  when  the  limit  of  travel  is  reached. 
The  moving  parts  used  with  these  magnets  must  therefore 
be  light  so  as  to  reduce  this  inertia  to  a  minimum. 

1  >ash  pots  have  been  used  to  dampen  the  action  of  the  al 
ternating  current  magnets  for  brake  service,  but  with  gen 
erally  unsatisfactory  results.  To  overcome  this  there  has 
been  devised  a  type  in  which  the  magnet  is  immersed  in  oil 
contained  in  a  cast  iron  pot.  It  is  attached  to  the  brake 
mechanism  of  a  drum  winding  machine. 

The  humming  noise  characteristic  of  alternating  current 
brake  magnets  is  objectionable  and  where  this  annoyance  is 
serious  a  motor-operated  brake  is  to  be  preferred.  It  con 
sists  of  a  shoe  brake  having  an  operating  lever  equipped 
with  a  toothed  sector.  A  pinion  on  the  brake  motor  shaft 
engages  with  the  sector  on  the  operating  lever  so  that  when 
the  brake  motor  revolves,  it  relases  this  brake.  The  brake 
is  held  released  as  long  as  power  is  applied  to  the  elevator 
motor  by  the  small  torque  motor  although  its  rotor  is 
stalled.  A  spring  returns  the  operating  lever  and  applies 
the  brake  on  interruption  of  the  power. 

Dynamic   Braking 

For  high  speed  cars  the  energy  to  be  absorbed  in  the 
electro-mechanical  brake  may  be  so  great  as  to  cause  ex 
cessive  heating  or  it  may  require  a  brake  mechanism  of  un 
duly  large  proportions.  A  part  of  this  energy  may  be 
dissipated  in  direct  current  machines  by  causing  the  motor 
to  act  as  a  generator  and  short-circuiting  it  through  a  suit 
able  resistor.  This  requires  that  the  field  should  be  on  all 
the  time  and  this  must  therefore  be  taken  into  account  in 
the  design  of  the  motor  itself. 

On  compound  wound  motors  the  field  strength  is  propor 
tional  in  some  degree  to  the  current  flowing  through  the 
armature  and  the  series  field  coil.  Thus  at  high  speeds  the 
current  is  dependent  upon  the  speed  and  the  dynamic  brak 
ing  effect  is  proportional  to  the  speed.  This  is  a  desirable 
characteristic  and  permits  the  graduation  of  the  dynamic 
effect  in  proportion  to  the  speed  and  therefore  to  the  load. 
Hence  good  stops  are  possible  under  all  conditions  of  load. 

The  controller  must  be  suitably  designed  to  include  this- 


484 


ELEVATORS 


feature.  The  dynamic  brake  switch  upon  closing  establishes 
an  armature  shunt  circuit,  thus  electrically  loading  the  motor. 
The  switch  is  closed  by  a  coiled  spring  and  is  opened  mag 
netically.  It  is  therefore  independent  of  the  power  or  the 
counter-electromotive  force  of  the  motor  for  its  closing. 
In  case  of  interruption  of  the  coil  circuit  either  by  normal 
operation  or  because  of  accident  to  the  coil  or  the  wiring  to 
the  coil,  it  will  close  and  establish  the  dynamic  braking  cir 
cuit.  Because  of  the  load  thrown  upon  the  motor,  com 
mutation  should  be  provided  for  from  ISO  per  cent  to  200 
per  cent  of  the  normal  current  required  by  the  machine. 
The  higher  values  occur  at  the  higher  speeds  since  then  the 
energy  in  the  moving  elevator  system  is  greatest.  It  has 
been  shown  that  interpole  motors  are  satisfactory  for 
dynamic  brake  service. 

Control    of    Electric    Elevators 

Elevator  control  requires  a  mechanism  to  start  and 
stop  the  car  and  sometimes  to  control  the  speed  within 
limits  fixed  by  the  characteristics  of  the  controller.  The 
type  of  controller  depends  upon  the  particular  service  re 
quirements  and  will  be  considered  later.  The  two  general 
types  of  control  are  accomplished  mechanically  or  elec 
trically. 

Mechanical  Control 

\\  ith  mechanical  control  the  elevator  is  belt  driven  or  di 
rect  connected.  The  belted  elevator  may  be  operated  by 
a  single  or  a  double  belt.  In  the  single  belt  type  it  is 
necessary  to  use  a  reversible  motor  to  permit  the  car  to 
move  up  or  down.  With  the  double  belt  the  motor  need 
rotate  in  but  one  direction  since  the  use  of  an  open  and 
a  crossed  belt  performs  the  reversal  of  the  direction  of 
the  car.  Where  a  double  belt  is  used  a  belt  shifting 
mechanism  is,  of  course,  required. 

On  direct  connected  equipments  mechanical  control  may 
use  either  a  mechanical  or  an  electro-mechanical  brake.  If 
a  mechanical  brake  is  used  it  is  necessary  to  provide  the 
control  with  means  to  release  the  brake  before  current 
is  turned  into  the  motor  so  as  to  relieve  it  of  the  un 
necessary  load  imposed  when  the  brake  is  set.  Where  an 
electro-mechanical  brake  is  used  the  current  releases  the 
brake  either  by  means  of  a  motor  or  more  commonly  by 
means  of  a  solenoid. 

The  control  from  the  car  is  accomplished  by  means  of 
a  cable  which  may  be  actuated  by  either  hand-rope,  lever 
or  wheel.  The  hand-rope  is  limited  to  slow  speed  cars. 
The  Code  of  Safety  Standards  permits  the  use  of  a  direct 
hand-operated  rope,  cable  or  rod  for  freight  elevators  not 
to  exceed  100  ft.  per  min.  Speeds  higher  than  this  are 
not  controlled  reliably  by  such  means. 

Lever  or  wheel  control  is  permitted  by  this  code  for 
speeds  up  to  ISO  ft.  per  min.  except  on  hydraulic  elevators. 
Where  the  hand-rope  is  found  undesirable  the  electric  con 
trol  is^  used  in  preference  to  the  level  or  the  wheel 
mechanism. 

Types  of  Electrical  Control 

Electrical  control  is  used  principally  on  direct-connected 
machines.  Its  use  on  belted  machines  introduces  a  compli 
cation  which  is  not  justifiable  when  the  more  reliable 
standard  devices  are  considered.  The  various  types  of 

mtrol  are  car  switch,  push-button,  dual  control  and  cen- 
tral  control. 

Car  Switch  Control 

Car  switch  control  is  used  where  an  attendant  is  em 
ployed  to  operate  the  elevator.  This  places  the  movement 


of  the  car  entirely  in  the  hands  of  the  operator.  It  is 
used  both  for  passenger  and  for  freight  service,  particu 
larly  if  the  car  speeds  are  high. 

The  equipment  consists  of  a  switch  or  controller  located 
in  the  car  and  a  number  of  auxiliary  devices  which  are 
described  in  another  place,  a  controller  located  in  the 
machine  room,  and  the  necessary  electrical  cables  to 
establish  the  circuits. 

Push-Button  Control 

Push-button  control  of  elevators  permits  of  automatic 
operation  by  means  of  push-buttons  in  the  car  and  at  the 
landings,  thus  dispensing  with  the  services  of  a  regular 
operator.  This  kind  of  control  on  passenger  elevators, 
freight  elevators  and  dumb  waiters  is  desirable  where  the 
demand  for  service  does  not  warrant  the  expense  of  an 
operator.  The  condition  is  found  in  such  places  as  private 
homes,  small  family  hotels,  or  apartment  buildings  and  other 
small  semi-public  buildings. 

A  more  complete  description  of  the  service  and  the 
equipment  used  in  connection  with  push-button  elevators 
will  be  given  later. 

Dual  Control 

Dual  control  is  a  combination  of  car  switch  and  push 
button  control.  It  is  desirable  in  places  where  it  is  neces 
sary  to  use  an  operator  for  the  busy  traffic  and  dispense 
with  his  services  when  the  traffic  becomes  infrequent.  These 
conditions  are  found  in  such  buildings  as  small  hotels,  clubs, 
apartments  or  office  buildings. 

When  the  operator  leaves  the  car  and  it  is  desired  to 
continue  operation  as  a  push-button  elevator,  a  throw-over 
switch  is  shifted.  The  car  then  operates  in  a  manner  simi 
lar  to  the  push-button  elevator. 

Central  Control 

The  important  characteristic  of  central  control  is  the 
fact  that  several  cars  arc  directed  by  a  single  operator 
from  some  central  point.  It  is  used  in  such  places  as  ware 
houses  where  many  elevators  are  installed  in  banks.  Here 
the  elevator  is  signalled  and  dispatched  to  the  point  de 
sired.  The  car  is  loaded  and  another  signal  is  given 
the  central  operator  who  dispatches  the  car  to  its  destina 
tion  after  the  gates  have  been  properly  closed.  Upon  ar 
rival  the  unloading  crew  takes  charge  and  removes  the  ma 
terial,  when  the  gates  are  closed  and  the  "central"  is  sig 
naled  indicating  that  the  car  is  ready  for  another  trip. 

Additional    Control    Features 

Aside  from  the  control  features  subject  to  the  will  of 
the  operator  all  classes  of  electric  elevators  have  one  or 
more  automatic  devices  used  to  control  acceleration,  speed, 
retardation,  etc.  The  list  which  follows  is  more  com 
plete  than  required  for  ordinary  freight  service.  High  speed 
passenger  services  includes  greater  refinements  and  more 
of  the  features  are  required  for  it.  They  include: 

(a)  Slow-down  at  terminal  landings  independent  of  the 
operator  to  permit  good  stops. 

(b)  Automatic   return   of   the   car   switch   to    the    "off" 
position  when  released  by  the  operator. 

(c)  Automatic  stop  switch  on  car  for  stops  at  terminal 
landings  in  case  the  operator  tries  to  overrun  the  landing. 

(d)  Final  cut-out  limit  switches  in  hoistway  operating 
independent  of  the  automatic  stop  switch. 

(e)  Slack  cable  switch  on  car  or  counterweight  to  pre 
vent^  unwinding  of  the  cable  when  either  reaches  the  lower 
landing  limit. 

(f)  Switch   operated   by   centrifugal    governor    to    stop 


ELECTRIC   ELEVATORS 


485 


the  car  automatically  in  case  of  ovcrspccd;  the  first  switch 
shuts  off  power  and  applies  the  dynamic  brake  effect  on 
the  armature  of  the  driving  motor  and  the  mechanical  brake 
on  the  brake  pulley ;  the  second  switch  applies  a  light 
retarding  force  on  the  car  safety  when  equipped  with  an 
electro-mechanical  safety. 

(g)  The  safety  switch  in  the  car  and  under  the  control 
of  the  operator  performs  the  same  function  as  the  two 
switches  operated  by  the  governor. 

(h)  Regulation  of  the  shunt  field  by  a  centrifugal  gov 
ernor  to  maintain  constant  full  speed  with  variable  loads. 

(i)  Oil  buffers  stopping  the  fully  loaded  car  when  de 
scending  at  50  per  cent  excess  speed. 

(j)  Reverse  phase  relay  on  alternating  current  circuits 
to  stop  the  motor  in  case  of  power  failure  of  one  or  more 
phases. 

Electric  Elevator  Auxiliary  Devices 

In  addition  to  the  controls  already  described  there  are 
numerous  auxiliary  devices  in  common  use.  These  in 
clude,  the  reversing  switch,  car  switch,  stack  cable  switch, 
door  safety  switch  and  other  switches  which  are  de 
scribed  below. 

Reversing  Switch 

One  type  of  reversing  switch  used  on  semi-magnetic 
controllers  has  a  wheel  or  lever  attached  to  the  project 
ing  shaft  and  is  operated  from  the  car  by  means  of  a 
rope,  lever  or  wheel.  When  the  drum  reverse  switch  is 
thrown  into  the  running  position  it  closes  the  control  cir 
cuit  and  magnetic  line  contactor.  This  releases  the  brake 
and  starts  the  motor  with  full  voltage  on  the  shunt  field 
and  all  the  starting  resistance  in  the  armature  circuit.  The 
motor  automatically  accelerates  to  full  speed  by  the  gradual 
cutting  out  of  the  starting  resistance.  In  addition  the 
short-circuiting  of  the  series  field  is  accomplished  by  means 
of  magnetic  contactors  on  a  controller  which  must  be 
used  in  connection  with  it. 

The  rate  of  acceleration  is  dependent  upon  the  motor 
load.  The  lighter  the  load  the  less  time  it  takes  to  acceler 
ate  to  full  speed.  For  the  sake  of  comfort  the  rate  of  ac 
celeration  should  therefore  be  adjusted  to  meet  the  condi 
tion  of  light  load  if  passengers  are  to  be  carried  on  the  car. 

When  the  drum  is  thrown  to  the  "off"  position  the  main 
line  contactor  opens  before  the  contacts  on  the  drum  re 
verse  the  switch.  Thus  no  arcing  occurs  on  the  main  con 
tacts.  In  the  "off"  position  the  controller  disconnects  the 
motor  and  the  brake  magnet  from  both  sides  of  the  line. 

The  switch  may  be  located  in  any  place  convenient  to  the 
shipper  rope,  either  on  the  wall,  machine  or  on  the  con 
troller  itself. 

Machine  Limit  Switch  for  Drum  Winding  Machines 
Car  switch  controlled  drum  type  elevators  are  usually 
equipped  with  a  machine  limit  switch.  This  is  geared  to 
the  winding  machine  to  provide  means  for  automatically 
stopping  at  the  top  and  bottom  landings.  These  limit 
switches  open  the  control  circuit  of  the  magnet  switches 
on  the  controllers.  If  the  controller  is  equipped  with  a 
slow-down  feature  at  terminal  landings  the  machine  limit 
switch  will  do  this  automatically. 

If  a  traveling-nut  mechanism  is  provided  on  the  elevator 
machine  the  rotating  cam  type  of  limit  switch  may 
be  used.  This  type  of  switch  has  single  pole  contacts  for 
the  slow-down  feature  at  terminal  landings  and  double- 
pole  contacts  for  stopping  the  elevator.  The  switch  is 
so  arranged  that  when  the  traveling  nut  of  the  winding 
machine  engages  a  yoke  at  the  positions  corresponding  to 
the  top  and  bottom  landings,  its  shaft  is  rotated  so  as 


to  open  the  proper  contacts.  As  the  car  moves  away  from 
these  extreme  landings  the  traveling  nut  backs  off  and 
releases  the  yoke.  A  weight  and  chain  centering  device 
returns  the  limit  switch  to  the  normal  operating  position. 
The  cams  for  the  final  stops  are  keyed  to  the  shaft  since 
these  are  fixed  limits,  while  the  slow-down  contact  cams 
are  left  adjustable. 

Traveling   Cam   Limit   Switch 

If  a  traveling-nut  mechanism  is  not  Mipplii-d  with  the 
elevator  engine  the  traveling-nut  type  limit  switch  may 
be  used.  This  device  combines  the  functions  of  the  ordinary 
traveling-nut  mechanism  and  a  machine  limit  switch.  In 
application  it  is  geared  directly  to  the  shaft  of  the  wind 
ing  drum.  It  is  equipped  with  two  double-pole  snap 
switches  for  each  limit  of  elevator  travel.  The  threaded 
operating  shaft  carries  a  traveling  nut  which  moves  from 
one  end  of  the  shaft  to  the  other  for  the  full  travel  of 
the  elevator  from  bottom  to  top  landings.  The  nut  en 
gages  with  cams  which  operate  the  switches  at  the  limits 
of  travel.  The  four  double-pole  switches  are  adjustable 
on  their  supporting  rods  and  arc  to  be  positively  locked 
after  adjustment  so  as  to  maintain  their  proper  position 
in  use. 

Machine  Limit  Switch  for  Traction  Elevators 
A  characteristic  peculiar  to  winding  machines  is  that 
a  given  number  of  revolutions  of  the  drum  corresponds 
to  a  fixed  position  of  the  car  in  the  shaft.  Limit  switches 
actuated  by  the  drum  with  a  given  gear  ratio  may  be  used 
instead  of  hatchway  switches. 

For  traction  machines,  because  of  the  slip  of  the  cables, 
over  the  driving  sheave,  there  is  no  fixed  relation  of  the 
car  position  and  the  number  of  rotations  of  the  sheave. 
Hence  limit  switches  geared  to  the  motor  are  useless.  The 
limit  switches  for  automatic  slow-down  and  final  cut  out 
must  he  located  in  the  hoistway.  These  are  attached  to 
the  car  and  operated  by  a  cam  in  the  hoistway  and  perform 
the  same  function  as  the  limit  switches  previously  de 
scribed. 

Hatchway  Limit  Switch 

Like  the  machine  limit  switch  this  also  must  be  located 
in  the  hatchway  for  similar  reasons.  It  is  operated  by  a 
cam  on  the  car  and  may  also  be  used  for  any  type  of 
electric  elevator. 

Car  Switch 

The  elevator  car  switch  is  used  with  all  full  magnetic 
type  controllers  where  an  operator  is  employed.  Where 
necessary  the  switch  is  provided  for  three  speeds  in  each 
direction,  slow-down,  normal  and  high  speed.  The  slow 
down  speed  is  required  in  order  to  permit  good  stops. 

It  also  permits  "inching"  towards  a  landing  in  case  of 
poor  stops. 

Where  a  relay  is  provided  on  the  controller  for  over 
load  protection,  a  maintaining  coil  for  this  relay  is  en 
ergized  when  the  car  switch  is  in  the  running  position  by 
means  of  contacts  provided  for  the  purpose.  After  an 
overload  occurs,  it  is  impossible  to  operate  the  elevator 
without  first  returning  the  car  switch  to  the  "off"  position 
which  resets  the  overload  relay. 

The  construction  used  varies  with  the  manufacturer. 
One  type  of  car  which  is  mounted  on  a  pedestal  conven 
ient  to  the  operator.  It  is  so  constructed  that  each  of 
the  speeds  is  positively  selected  by  the  operator.  A  "dead 
man's  handle"  or  spring  return  is  included  so  that  in  case 
the  operator  removes  his  hand  the  lever  will  return  to 
the  "off"  position  and  immediately  bring  the  car  to  rest. 
This  feature  is  of  value  in  cases  of  illness  or  accident 


486 


ELEVATORS 


to  the  operator  when  a  panic  might  ensue  should  the  car 
continue  on  its  journey.  However,  should  the  car  proceed 
the  other  limit  switches  usual  in  elevator  practice  would  act. 
Though  these  may  not  be  apparent  to  the  passenger,  in  the 
stress  of  such  emergency  they  would  bring  the  car  to 
rest  at  the  top  or  bottom  landing.  When  once  at  rest  the 
accidental  starting  of  the  elevator  from  any  cause  is  im 
possible  for  it  is  necessary  to  release  a  spring  latch  before 
the  handle  can  be  moved. 

Car  Safety  Switch 

A  car  safety  switch  is  used  in  connection  with  the  car 
switch  described.  It  is  mounted  near  the  operator  for  his 
convenience.  The  switch  is  single  pole  and  is  connected 
with  the  control  circuit  on  the  side  of  opposite  polarity 
to  the  car  switch  so  as  to  provide  a  safety  stop  regardless 
of  any  possible  combination  of  grounds  in  the  control 
cables.  Any  ground  serious  enough  to  interfere  with  the 
operation  of  both  the  car  switch  and  the  safety  switch  will 
render  the  elevator  control  equipment  itself  inoperative. 

The  switch  has  an  "on"  and  "off"  position  so  that  in  case 
the  operator  is  momentarily  away  from  the  car,  tampering 
with  the  car  switch  by  passengers  will  not  cause  it  to  start. 

Slack  Cable  Switch 

There  is  the  possibility  of  the  cables  slackening  due  to 
the  car  or  the  counterweight  becoming  caught  in  the  guides. 
Under  these  circumstances  the  unwinding  of  the  cables  by 
the  motor  would  continue  thus  permitting  the  sudden  drop 
of  the  counterweight  or  car  should  the  hindrance  give  way. 
This  may  induce  a  considerable  stress  in  the  cables  which 
may  overstain  them  and  perhaps  break  them.  Slack  cables 
may  also  result  from  excessive  swaying  which  may  cause 
the  cables  to  jump  their  sheaves.  To  guard  against  these 
possibilities  a  slack  cable  switch  is  located  in  the  machine 
room  so  that  a  small  amount  of  slack  will  trip  the  main 
contactor  thus  automatically  opening  the  control  circuit 
and  bringing  the  car  to  rest. 

The  switch  is  a  double-pole  quick-break  switch,  purpose 
ly  designed  so  that  it  will  not  reset  when  the  cables  again 
are  subjected  to  tension.  This  requires  someone  to  inspect 
the  mechanism,  correct  the  trouble,  and  if  in  satisfactory 
condition  to  reset  the  switch  after  which  normal  operation 
may  be  resumed.  It  may  be  used  in  connection  with  the 
semi-magnetic  or  full  magnetic  type  of  controllers. 

Door  Safety  Switches 

Premature  starting  of  the  car  while  the  door  is  open, 
and  open  hatchways,  cause  many  of  the  accidents  that  occur 
in  elevator  operation.  To  overcome  these,  many  types  of 
door  interlocks  and  door  switches  have  been  devised.  Cer 
tain  door  safety  switches  are  designed  to  govern  the  con 
trol  circuit  only,  and  therefore  the  controller  must  be 
equipped  with  a  magnetic  main  switch.  When  a  door  or 
gate  is  opened  the  circuit  to  the  main  magnetic  switch  coil 
is  interrupted,  thus  preventing  the  power  lines  from  estab 
lishing  connection  to  the  motor  until  the  door  is  closed. 

The  switches  are  single-pole,  enclosed  to  prevent  tamper 
ing,  and  are  arranged  so  as  to  close  the  circuit  when  the 
door  is  shut.  The  switches  close  the  circuit  only  after 
the  door  latch  engages  so  that  the  elevator  cannot  be  op 
erated  until  the  door  is  both  closed  and  latched. 

Where  the  shipper  rope  lever  or  hand-wheel  control  is 
used  the  conditions  differ  from  the  foregoing  and  some 
modifications  are  necessary.  In  all  these  types  a  rope  is 
usually  attached  to  the  reversing  mechanism.  With  some 
equipments  the  reversing  switch  controls  a  magnetic  main 


switch  on  the  controller.  Door  safety  switches  may  then 
be  installed  to  interrupt  the  coil  circuit  to  the  main  line 
switch.  With  this  arrangement,  however,  if  the  voltage 
fails  while  the  control  rope  or  lever  is  in  the  "on"  position, 
the  return  of  voltage  will  automatically  start  the  elevator 
and  the  unexpected  start  may  cause  an  accident.  If  the 
elevator  is  stopped  by  opening  a  door  and  the  shipper 
mechanism  is  left  in  the  "on"  position  the  closing  of  the 
door  will  start  the  elevator  and  may  also  cause  an  acci 
dent. 

To  eliminate  these  possibilities,  a  relay  and  a  shipper- 
bar  interlock  may  be  added  to  the  equipment.  This  ar 
rangement  makes  it  necessary  to  return  the  operating  cable 
to  the  "off"  position  in  order  to  again  start  after  voltage 
failure,  or  after  stopping  by  the  opening  of  a  door. 

The  relay  is  a  small  magnetic  switch  which  can  be 
mounted  on  the  panel  with  the  magnetic  main  switch. 
The  shipper-bar  interlock  consists  of  a  switch  and  a 
cam,  operated  by  the  same  mechanism  that  throws 
the  reversing  switch.  The  cam  is  arranged  to  en 
gage  the  door  switch  only  when  the  reversing  switch  is 
in  the  "off"  position  so  that  the  control  circuit  is  only 
closed  in  this  position.  In  case  of  the  return  of  voltage 
after  failure,  or  in  case  a  door  is  closed  with  the  operat 
ing  mechanism  in  the  running  position,  the  elevator  will 
not  start.  When  the  operating  mechanism  is  thrown  to 
the  "off"  position,  normal  conditions  are  restored  and  the 
elevator  will  start  when  the  operating  mechanism  is  again 
thrown  into  the  running  position. 

Phase  Failure  and  Phase  Reversal  Relay  Switch 

On  polyphase  alternating  current  installations  the  failure 
of  one  phase  may  burn  out  the  motor  because  of  the  over 
load  thrown  on  the  remaining  phase  or  phases,  in  the  case 
of  two  or  three-phase  circuits,  respectively.  The  reversal 
of  a  phase  will  reverse  the  motor  and  may  cause  the  car 
to  overtravel  into  the  head  beams  above  or  into  the  pit. 
To  eliminate  these  dangers  a  special  device  is  required. 
The  functions  such  a  device  should  perform  are : 

(a)  To  open  the  control  circuit  if  the  voltage  falls  ap 
preciably  below  normal  and  keep  it  open  until  the  voltage 
returns  to  nearly  normal. 

(b)  To  open  the  main  magnet  switch  in  case  of  open 
circuit   in   one  of  the   supply   lines,   provided   the   motor   is 
under    appreciable    load.      For    example,    at    light    motor 
loads  the  remaining  phase  may  be  able  to  carry  the  load 
but  due  to  excessive  current  in  this  phase  overheating  may 
result.     Thus  the  relay  should  not  operate  until  the  load 
increases    an    appreciable    amount    so    that    the    reliability 
of  the  elevator  service  is  not   unduly  impaired.     If  under 
these  conditions  the  motor  is  shut  down  it  should  not  start 
until   the    line    circuits   are    properly    restored. 

(c)  To  stop  the  motor  immediately  on  reversal  of  any 
phase. 

One  device  consists  of  a  small  squirrel  cage  motor  carry 
ing  two  arms  on  its  shaft.  These  arms  are  normally  held 
in  contact  with  stationary  figures  by  the  motor  torque 
against  the  pressure  of  a  spring.  Upon  phase  failure  or 
phase  reversal  the  torque  of  the  motor  fails  or  reverses  so 
that  the  spring  opens  the  contact  and  thus  interrupts  the 
control  circuit. 

Controllers 

The  function  of  a  controller  is  to  regulate  the  driving 
mechanism  so  as  to  cause  each  element  to  function  in  the 
right  order  and  at  the  proper  time.  It  is  necessarily 
automatic  in  its  operation  to  avoid  the  possible  error  or 
abuse  were  its  functions  dependent  upon  the  will  or  judg- 


ELECTRIC   ELEVATORS 


487 


ment  of  an  operator.  Controllers  are  used  for  direct  or 
for  alternating  current  motors  and  their  particular  char 
acteristics  will  be  described. 

Direct  Current  Semi-Magnetic  Controller 
This  type  of  controller  is  used  in  connection  with  rope, 
lever  or  wheel  control  and  is  therefore  limited  by  the 
Safety  Code  to  speeds  of  100  ft.  per  min.  for  the  rope 
control  and  150  ft.  per  min.  for  lever  or  wheel  control 
using  a  shipper  rope. 

The  minimum  equipment  for  this  class  of  control  re 
quires  a  reversing  switch,  which  is  actuated  by  the  shipper 
rope,  and  the  automatic  starting  panel  to  govern  the  move 
ment  of  the  elevator.  The  special  features  to  be  included 
in  the  controller  proper  should  be  low  voltage  release, 
time  limit  acceleration  to  regulate  the  rate  of  acceleration, 
motor  reversal  to  occur  only  with  all  resistance  in  circuit, 
cut-out  for  series  field  when  the  motor  is  under  headway, 
and  a  field  discharge  resistor  if  dynamic  braking  is  not 
provided. 

Additional  accessories  that  may  be  used  with  this  equip 
ment  are  hatchway  limit,  slack  cable,  car  safety,  door 
safety  and  emergency  door  cut-out  switches.  The  equip 
ment  may  also  include  a  solenoid  brake  and  a  dynamic 
brake. 

The  low-voltage  release  is  required  when  the  voltage 
drops  considerably  below  normal,  or  fails  altogether.  Un 
der  these  circumstances,  should  the  voltage  be  again  applied 
while  all  resistance  is  cut  out  of  the  circuit,  the  car  would 
start  with  a  jerk  and  the  heavy  inrush  of  current  would 
blow  the  fuses  and  otherwise  tend  to  injure  the  motor. 

A  shunt  field  discharge  resistor  should  be  provided  on  all 
motors  larger  than  7l/i  horsepower,  or  on  smaller  sizes  if 
the  voltage  is  500  or  over.  This  is  necessary  since  the 
sudden  opening  of  the  field  is  accompanied  by  a  high  volt 
age  or  "kick"  which  may  be  so  high  as  to  puncture  the 
insulation. 

This  type  of  control  is  suitable  for  slow  speed  passen 
ger  or  general  freight  service.  If  the  equipment  is  used 
with  a  winding  drum  type  elevator  the  traveling  nut  on 
the  elevator  machine  should  be  arranged  to  throw  the  drum 
reversing  switch  to  the  "off"  position  at  the  normal  limits 
of  travel.  When  the  traction  type  elevator  is  used,  buttons 
on  the  shipper  rope  may  be  used  to  center  the  drum  re 
versing  sheave. 

If  a  brake  is  used  which  consumes  not  more  than  350 
watts,  hatchway  limit  switches  may  be  used  instead  of  the 
more  expensive  traveling  nut  device.  All  installations  should 
include  two  hatchway  type  limit  switches  in  addition  to 
normal  stop  limits  to  prevent  dangerous  overtravel  of  the 
elevator. 

Direct  Current  Full  Magnetic  Controller 

This  type  of  controller  is  used  for  car  switch  or  push 
button  control.  It  is  self-contained,  but  additional  control 
features  may  be  used  in  connection  with  it.  Where  the 
speed  is  greater  than  100  ft.  per  min.  dynamic  braking  is 
advisable  and  moreover  if  good  stops  are  desirable  the 
automatic  slow-down  feature  should  be  added.  The  slow 
down  speed  is  about  30  per  cent  of  the  full  running  speed. 
Where  slow-down  is  used  dynamic  braking  should  also 
be  used.  As  in  the  controller  above  described  no  field 
discharge  resistor  is  required  where  dynamic  braking  is 
used. 

For  push-button  control  a  floor  selector  should  be  used 
if  there  are  more  than  two  landings.  There  should  also 
be  provided  two  hatchway  limit  switches  for  terminal  stops 


and  two  for  emergency  overtravel  protection.  If  slow 
down  is  desired  two  additional  slow-down  switches  should 
lie  used. 

A  complete  equipment  for  car  switch  control  will  in 
clude  car,  machine  limit,  hatchway  limit,  slack  cable,  car 
safety,  door  safety,  and  door  emergency  cut-out  switches. 
The  equipment  may  also  require  a  solenoid  brake  in  ad 
dition  to  the  dynamic  brake  previously  mentioned.  One 
five-wire  and  one  two-wire  car  control  cable  should  be 
supplied  if  slow-down  is  desired.  Otherwise,  a  three-wire 
cable  may  be  used.  These  figures  include  no  reserve  of 
control  cables. 

For  push-button  control  the  full  equipment  will  require 
push-button,  hatchway  limit,  slack  cable,  door  safety,  door 
emergency,  cut-out  switches  and  a  tlixir  selector  if  there 
are  more  than  two  landings.  A  solenoid  brake  should 
be  used  and,  if  desirable,  a  dynamic  brake,  particularly  if 
the  speed  exceeds  100  ft.  per  min.  A  non-interference 
feature  should  also  be  included  if  the  calling  may  be 
from  more  than  one  station. 

A  controller  which  is  suitable  for  single  speed  elevator 
motor  for  passenger  and  freight  service  and  car  speeds 
not  to  exceed  175  ft.  per  min.,  or  dumb  waiter  service  not 
to  exceed  300  ft.  per  min.,  consists  of  four  reversing  con 
tactors,  a  three-prong  field  and  brake  relay,  an  accelerat 
ing  movement,  a  try-out  switch  to  operate  the  car  from 
the  controller,  and  control  fuses.  The  accelerat'ng  move 
ment  is  solenoid-operated  with  an  oil  dashpot  to  control 
the  rate  of  acceleration  of  the  car.  A  low  voltage  pro 
tection  is  also  included.  A  shunt  field  discharge  resistor 
must  be  used  unless  dynamic  braking  is  provided  in  the 
controller. 

For  high  speed  elevator  service  the  controllers  differ 
from  the  preceding  by  the  addition  of  contactors  to  in 
crease  the  resistance  in  the  field  circuit.  The  car  switch 
is  then  arranged  to  give  three  speeds,  slow-down,  normal 
and  high.  Normal  speed  is  then  about  50  per  cent  of 
high  speed,  and  the  slow-down  speed  is  about  30  per  cent 
of  the  normal  speed.  The  conditions  which  make  such 
high  speeds  desirable  in  passenger  service  seldom  obtain 
in  freight  elevator  practice. 

Controllers  for  Alternating  Current  Circuits 

There  are  two  types  of  motors  used  on  alternating 
current  circuits,  namely  the  squirrel  cage  and  the  slip- 
ring  motors.  Their  controllers  must  have  different  char 
acteristics. 

Semi-Magnetic  Controllers  for  Squirrel  Cage  Motors 

The  ordinary  squirrel  cage  motor  running  at  a  single 
speed  and  not  over  15  horsepower  may  be  connected  di 
rectly  to  the  line  without  starting  resistance  in  the  cir 
cuit.  The  limitation  suggested  is  due  to  the  high  start 
ing  currents  (two  to  three  times  full  load  current).  The 
objection  to  this  type  is  due  to  the  drop  in  voltage  of  the 
circuit  and  the  dimming  of  lights  that  may  be  on  the  same 
circuit.  A  simple  reversing  switch  may  be  used  for  this 
service. 

A  better  arrangement  is  obtained  by  using  a  magnetic 
contactor  in  addition  to  the  reversing  switch.  An  illustra 
tion  of  a  type  of  controller  for  this  use  is  given.  The 
particular  advantage  of  having  a  separate  contactor  is  to 
relieve  the  reversing  switch  of  the  arcing  when  the  motor 
circuit  is  opened. 

The  operation  of  the  reversing  switch  may  he  by  hand- 
rope,  lever  or  wheel  in  the  car.  The  auxiliary  devices 
that  may  be  used  in  connection  with  it  are.  phase  failure 


488 


ELEVATORS 


and  phase  reversal  relay  switch,  overload  relay,  hatchway 
limit,  slack  cable,  car  safety  and  door  safety  switches.  If 
an  electro-mechanical  brake  is  used,  a  single  phase  brake 
magnet  should  be  included. 

The  controller  should  have  a  low  voltage  release  to 
prevent  automatic  starting  of  the  elevator  upon  resumption 
of  current  after  failure,  without  first  centering  the  shipper 
mechanism  and  then  moving  to  the  running  position.  The 
overload  relay  when  used  with  low  voltage  protection  may 
be  arranged  so  that  by  returning  the  reversing  switch  to 
the  "off"  position  the  overload  relay  will  be  automatically 
reset. 

If  the  equipment  is  used  with  a  winding  drum  machine 
the  traveling  nut  on  the  elevator  machine  should  be  ar 
ranged  to  throw  the  reversing  switch  to  the  "off"  position 
at  the  normal  limits  of  travel.  When  traction  type  elevator 
machines  are  used,  buttons  on  the  shipper  rope  can  be 
used  to  center  the  reversing  switch. 

If  a  magnet  brake  is  installed,  hatchway  limit  switches 
can  be  used  in  place  of  the  more  expensive  traveling  nut 
device. 

Semi-Magnetic    Controller   for    Slip-Ring    Alternating 
Current  Motor 

In  one  type  of  slip-ring  motor  controller  suitable  for 
slow  speed  passenger  and  freight  service  which  may  be 
operated  from  the  car  may  be  by  means  of  a  hand  rope, 
lever  or  wheel ;  the  magnetic  accelerating  switches  are  en 
ergized  by  means  of  a  pilot  relay  which  is  equipped  with 
an  air  dashpot.  The  resistor  should  be  cut  out  of  all 
phases  simultaneously,  so  that  the  rotor  is  balanced  during 
the  entire  starting  period. 

The  traveling  nut  provided  on  the  elevator  machine 
should  be  arranged  to  throw  the  reversing  switch  to  the 
"off"  position  at  the  limits  of  travel.  Hatchway  limit 
switches  may  be  used  in  place  of  the  more  expensive  travel 
ing  nut  device  provided  that  a  solenoid  brake  is  used. 
Overtravel  hatchway  limit  switches  should  be  used  to 
tjuard  against  phase  reversal. 

Suitable  accessories  may  consist  of  phase  failure  and 
phase  reversal  relay,  overload  relay,  hatchway  limit,  slack 
cable,  car  safety,  door  safety  and  door  emergency  cut-out 
switches. 

Alternating    Current    Full    Magnetic    Car    Switch    Con 
troller    for    Squirrel    Cage    Motors 

For  car  switch  control,  overload  protection  can  be  pro 
vided  on  the  control  panel  by  adding  an  overload  relay 
and  a  magnetic  interlocking  relay.  This  arrangement  pro 
vides  an  interlock  between  the  overload  relay  and  the 
car  switch  so  that  it  is  merely  necessary  to  return  the 
car  switch  to  the  "off"  position  to  reset  the  overload 
relay. after  an  overload  has  occurred.  A  five-wire  and  two- 
wire  control  cable  are  necessary  if  no  reserve  is  desired  in 
the  control  cable. 

This  type  of  controller  is  used  for  a  single  speed,  high 
torque,  squirrel  cage  induction  motor  having  an  inrush  of 
not  over  three  times  normal  full  load  current  when  thrown 
directly  across  the  line.  It  is  suitable  for  a  speed  not  to 
exceed  125  ft.  per  min.  It  may  also  be  used  for  dumb 
waiter  service  where  the  speed  of  operation  is  not  to 
exceed  150  ft.  per  min. 

A  try-out  switch  and  fuses  should  also  be  provided. 
The  inclusion  of  this  apparatus  enables  testing  being  done 
from  the  control  panel. 

The  accessories  which  may  be  used  in  this  type  of 
control  are  phase  failure  and  phase  reversal  relay,  elevator 
car,  machine  limit,  hatchway  limit,  slack  cable,  car  safety, 


door  safety,  door  emergency,  cut-out  switches.     An  electro 
mechanical   brake   should   also    be    provided. 

Alternating   Current  Full   Magnetic   Push-Button   Con 
troller  for  Squirrel  Cage  Motors 

In  addition  to  the  controlling  devices  previously  described, 
push-button  elevators  require  a  push-button  switch  in  place 
of  the  car  switch,  a  non-interference  relay  and  a  floor  se 
lector.  The  non-interference  device  is  to  be  used  to  permit 
the  passenger  time  to  enter  or  leave  car  before  it  may  be 
called  to  some  other  station.  A  time  relay  of  this  sort 
is  therefore  desirable. 

For  a  two-landing  equipment  no  floor  selector  is  required. 
In  this  case  two  hatchway-type  limit  switches  for  terminal 
stops  and  two  for  emergency  overtravel  protection  are 
required. 

For  a  three-landing  equipment  a  floor  selector  is  re 
quired  on  passenger  and  freight  service.  In  this  case  two 
hatchway  limit  switches  are  necessary  to  provide  for 
emergency  overtravel  protection.  For  dumb  waiter  service 
no  floor  selector  is  required  provided  a  relay  is  installed 
for  the  middle  landing  control,  together  with  five  hatch 
way-type  limit  switches,  one  for  the  middle  landing  stop, 
two  for  the  terminal  stops  and  two  for  emergency  over- 
travel  protection. 

In  any  four  or  more  landing  equipment  a  floor  selector 
must  be  used  for  all  classes  of  service.  The  speed  for 
push-button  control  should  not  exceed  125  ft.  per  min. 

Alternating    Current    Full    Magnetic    Car    Switch    Con 
troller  for  Slip-Ring  Motors 

One  type  of  controller  suitable  for  speeds  not  to  ex 
ceed  200  ft.  per  min.  consists  of  a  double-pole  magnetic 
main  line  contactor,  two  double-pole  reversing  contactors 
and  three  or  four  double-pole  accelerating  contactors  giv 
ing  four  or  five  steps  of  acceleration.  The  accelerating 
contactors  are  operated  by  a  time  limit-  accelerating  relay 
so  as  to  permit  smooth  starting  irrespective  of  the  load 
on  the  car.  A  dashpot  is  used  on  the  timing  relay  and 
is  adjusted  to  cut  out  the  resistor  connected  in  the  rotor 
circuit  in  the  required  time  to  insure  smooth  starting. 
When  once  adjusted  the  resistance  will  always  be  cut  out 
in  the  same  length  of  time.  A  try-out  switch  should  also 
be  included  to  permit  control  from  the  panel  for  testing 
purposes. 

Overload  protection  should  be  provided  on  the  control 
panel.  This  is  obtained  by  adding  a  time  limit  overload 
relay  and  a  magnetic  interlocking  relay.  This  arrange 
ment  provides  an  interlock  between  the  overload  relay 
necessary  to  return  the  car  switch  to  the  "off"  position 
to  reset  the  overload  relay  after  an  overload. 

The  low  voltage  protection  which  should  also  be  included 
prevents  automatic  starting  of  the  elevator  upon  return  of 
current  unless  the  car  switch  is  returned  to  the  "off"  posi 
tion  and  then  moved  to  the  operating  position.  The  ac 
cessories  to  be  used  with  this  type  of  controller,  in  addi 
tion  to  those  previously  noted,  consist  of  phase  failure 
and  phase  reversal  relay,  elevator  car,  machine  limit,  hatch 
way  limit,  slack  cable,  car  safety,  door  safety  and  door 
emergency  cut-out  switches.  The  necessary  equipment  for 
a  solenoid  brake  must  be  added. 

If  higher  speeds  than  250  ft.  per  min.  are  desired  a  two-j 
speed  motor  should  be  used  and  it  should  be  provided  with 
slow-down  feature. 

Alternating   Current   Full   Magnetic   Push-Button   Con 
troller  for  Slip-Ring  Motors 

The  push-button  control  is  much  the  same  as  that  pre- 


ELEVATORS 


489 


viously  described  except  that  a  push-button   is  substituted 

for  the  car  switch,  a  non-interference  relay  is  to  be  used 

and  a  floor  selector  if  there  are  more  than  two  landings. 

When  used   for  push-button  service  elevator  speeds  ob 


tained  by  the  use  of  single  speed  motors  should  not  be 
made  to  exceed  125  ft.  per  min.  Speeds  higher  than  this 
should  use  a  two-speed  motor  and  a  slow-down  feature 
should  be  provided. 


Hydraulic  Elevators 


One  of  the  earliest  forms  of  elevator  used  was  the  direct- 
acting  plunger  type.  It  was  used  for  the  highest  spix'l 
passenger  service  but  the  great  cost  of  installation  and  tht 
high  maintenance  cost  caused  its  gradual  withdrawal  from 
the  market  for  this  service.  Its  use  in  short  lift  freight 
service  still  exists  and  for  this  service  it  possesses  a  num 
ber  of  advantages.  Plunger  elevators  are  simple  in  prin 
ciple  and  permit  easy  inspection  of  working  parts.  They 
require  little  skill  for  their  successful  operation.  The  water 
pressure  may  be  obtained  from  the  street  mains,  overhead 
tanks,  or  from  pressure  tanks  supplied  by  pumps  using  any 
form  of  motive  power. 

In  the  usual  arrangement  of  a  plunger  machine,  as  shown 
in  the  illustration,  a  cylinder  which  is  closed  at  its  lower 
end  is  sunk  into  the  ground.  The  upper  end  has  a  stuffing- 
box  through  which  passes  a  plunger  which  is  secured  to  the 
car.  Thus  the  travel  of  the  platform  is  the  same  as  that  of 
the  plunger. 

The  operation  of  the  elevator  is  as  follows :  Pressure 
water  is  introduced  just  below  the  stuffing-box.  When  this 
pressure  is  acting  on  the  under  side  of  the  plunger  it  will 
lift  a  load  which  is  proportional  to  the  area  of  the  plunger 


some  cases  to  support  not  only  the  total  weight  of  the  car 
and  its  load  but  also  a  part  of  tht  weight  of  the  plunger. 

Vertical  Piston  Engines 

Where  the  conditions  are  such  that  headroom  is  more 
nadily  available  than  lloor  space  the  vertical  cylinder 
engine  offers  certain  advantages.  One  form  of  elevator 
thus  driven  is  illustrated  and  consists  of  a  cylinder  closed 
on  the  under  side.  The  two  piston  rods  pass  through  two 
stuffing-boxes  in  the  upper  head  of  the  cylinder.  The  piston 
rods  are  secured  by  a  suitable  yoke  and  frame  to  the 
traveling  sheaves  about  the  cylinder.  The  upper  and  lower 
ends  of  the  cylinder  are  connected  by  a  circulating  pipe 
the  function  of  which  will  be  shown.  A  suitable  valve, 
which  is  operated  by  a  shipper  sheave,  controls  the  flow 
of  water  to  and  from  the  cylinder.  The  valve  is  operated 
by  a  cable  which  is  secured  to  the  shipper  sheave  and 
obtains  its  motion  from  a  hand-rope  lever  or  wheel 
mechanism  in  the  car,  subject  to  the  will  of  the  operator. 


Hydraulic  Plunger  Freight  Elevator 

and  the  water  pressure.  The  descent  of  the  platform  is 
accomplished  by  exhausting  the  water  from  the  cylinder. 
A  suitable  valve,  which  is  under  the  control  of  the  operator, 
permits  the  pressure  water  to  flow  into  the  cylinder  when 
the  car  is  to  be  raised  or  to  exhaust  the  water  when  the 
car  is  to  be  lowered. 

For  very  short  lifts  plunger  elevators  require  no  hoisting 
cables  since  the  platform  is  supported  from  underneath. 
For  higher  lifts  the  car  and  its  load  introduce  an  objection 
able  lack  of  balance  in  the  extreme  limit  of  travel  and  a 
serious  difference  in  the  work  done  in  the  up  and  down 
travel.  For  this  reason  a  counterbalance  is  introduced  in 


Vertical   Hydraulic    Elevator    Engine 

The  travel  of  the  car  with  respect  to  the  piston  travel 
may  be  any  desired  ratio.  This  is  accomplished  by  a 
principle  substantially  the  same  as  a  block-and-fall.  The 
cylinder  may  be  made  a  convenient  length.  For  a  two-to- 
one  gear,  i.  e.,  a  car  travel  of  two  feet  to  one  foot  of 
piston  travel,  the  roping  is  arranged  as  follows :  One  end 
of  the  rope  is  secured  to  an  overhead  beam  which  supports 


490 


ELEVATORS 


the  overhead  sheave.  It  then  passes  under  the  travelling 
sheave  shown  in  the  frame  connected  to  the  piston  rods 
and  up  the  elevator  shaft  to  the  overhead  sheave  which 
properly  directs  the  cable  plumb  over  the  centre  of  the  car. 
The  ratio  of  travel  may  be  varied  by  changing  the  number 
of  sheaves,  in  which  case  the  stationary  sheaves  need  not 
be  located  on  the  overhead  beams  but  may  be  secured  at  a 
suitable  point  in  the  hatchway. 

The  pressure  water  is  delivered  to  the  cylinder  by  con 
necting  cither  to  a  tec  on  the  upper  end  of  the  circulating 
pipe  or  to  a  tee  located  on  the  circulating  pipe  near  the 
operating  valve.  In  the  latter  case  the  upper  tee  is  either 
replaced  by  an  elbow  or  is  plugged.  With  the  elevator  at 
rest,  if  the  shipper  sheave  is  turned  so  that  the  valve  is 
moved  down,  the  upper  end  of  the  cylinder  is  in  communi 
cation  with  the  lower  end.  The  pressures  are  then  equal 
ized  and  the  weight  of  the  car  and  its  load  will  cause  the 
car  to  descend,  at  the  same  time  pulling  up  the  piston.  If 
the  valve  is  brought  to  the  central  position  the  communica 
tion  between  the  cylinder  ends  is  cut  off  and  the  elevator 
will  come  to  rest. 

To  cause  the  elevator  to  ascend  the  valve  is  moved  up, 
thus  permitting  the  lower  end  of  the  cylinder  to  lie  put  in 
communication  with  the  discharge  pipe  shown  below.  The 
pressure  water  on  the  top  of  the  piston  will  thus  force 
it  down  and  the  car  will  ascend. 

Suppose  the  circulating  pipe  were  omitted  and  the 
pressure  water  introduced  above  the  piston.  When  the 
piston  is  in  the  upper  part  of  the  cylinder  the  total  force 
urging  it  downward  would  be  due  to  the  hydraulic  pressure 
acting  on  the  area  of  the  piston.  When  the  piston  is  in  the 
lower  part  of  the  cylinder  the  hydraulic  pressure  is  aug 
mented  by  the  additional  weight  of  the  column  of  water 
above  it.  This  causes  a  serious  unbalancing  of  the  lifting 
force.  Suppose  now  that  the  piston  is  at  its  lowest  point 
and  the  circulating  pipe  is  introduced  as  shown.  When  the 
piston  rises  a  suction  is  produced  and  water  will  follow 
the  piston  to  a  height  determined  by  the  barometric  pressure 
which  under  ordinary  circumstances  is  about  34  ft.  With 
this  arrangement  when  the  piston  is  above,  the  column  of 
water  underneath  will  exert  a  suction  depending  upon  the 
height  of  the  column  and  vary  from  a  maximum  at  the  top 
to  zero  at  the  bottom.  Likewise  the  weight  of  water  above 
the  piston  is  small  when  the  piston  is  at  the  top  and  reaches 
a  maximum  when  at  the  'bottom.  This  reverses  the  condi 
tions  due  to  the  suction.  The  compensating  influence  of  the 
circulating  pipe  is  thus  established. 

For  high  rise  installations  the  cylinder  is  made  about  30 
ft.  long  and  the  gear  of  the  elevator  is  chosen  to  suit. 
This  will  leave  the  circulating  pipe  undisturbed.  Where  the 
cylinder  is  made  longer  than  the  height  of  the  column  of 
water  sustained  by  the  atmospheric  pressure  the  cylinder 
is  provided  with  a  "goose  neck."  This  device  consists  of 
using  the  discharge  pipe  which  connects  to  the  under  side 
of  the  cylinder  and  carrying  it  vertically  to  a  height  such 
that  the  return  bend  at  the  upper  end  of  the  pipe  is  about 
30  ft.  below  the  top  of  the  cylinder.  Thus  the  actual  height 
of  the  column  of  liquid  in  the  cylinder  above  the  discharge 
pipe  is  no  more  than  can  be  sustained  by  the  atmospheric 
pressure. 

Circulating  pipes  are  not  ordinarily  used  on  high  pressure 
cstems  since  the  variation  of  the  effect  of  the  column  of 
water  in  comparison  with  the  working  pressure  is  too  small 
to  cause  any  serious  unbalancing. 

Horizontal   Piston   Engines 

The  horizontal  machine  consists  of  a  cylinder  and  a  piston 
much  the  same  as  the  vertical  cylinder  machine  described. 


The  piston  is  secured  to  traveling  sheaves  which  move 
away  from  the  cylinder  when  lifting  the  car.  Stationary 
sheaves  are  secured  to  the  head  end  of  the  cylinder  as  shown 
in  the  illustration.  When  the  pressure  water  is  introduced 


Horizontal  Hydraulic  Elevator  Engine 

into  the  cylinder  the  sheaves  are  forced  apart.  Thus  when 
the  sheaves  are  the  minimum  distance  apart  the  car  is  at 
the  lowest  position  in  the  shaft  and  will  rise  when 
water  is  forced  into  the  cylinder.  The  car  descends  by 
gravity  and  exhausts  the  water  from  the  cylinder.  The 
admission  or  exhaust  is  accomplished  by  means  of  a  suit 
able  valve. 

Another  type  of  horizontal  machine  used  extensively  is 
the  "pulling"  type.  Here  the  piston  rod  is  in  tension  and 
the  sheaves  are  pulled  apart  when  lifting  the  load. 

Tlie  various  hydraulic  elevators  described  are  usually 
equipped  with  a  pilot  valve  which  controls  the  main  valve. 
This  became  necessary  early  in  the  development  of  such 
elevators  because  the  operation  of  the  main  valve  from  the 
car  became  a  physical  impossibility.  Accurate  and  smooth 
stops  were  difficult  to  obtain  particularly  at  the  high  speeds. 

Typical   Hydraulic   Installation 

A  complete  installation  of  a  hydraulic  vertical  cylinder 
installation  is  illustrated.  Steam  is  supplied  to  the  pump 
through  a  pipe  in  which  a  valve  is  actuated  by  a  pressure 


General  Arrangement  of  an  Hydraulic  Elevator 

regulator.  When  the  pressure  drops  below  normal  the 
valve  is  opened  and  admits  steam  to  the  pump.  It  shuts 
off  again  when  the  pressure  rises  to  a  predetermined 
amount.  The  discharge  from  the  pump  is  pumped  into  the 
pressure  tank,  which  is  partly  filled  with  air  to  act  as  a 
cushion.  The  air  supply  is  kept  at  about  one-third  of  the 
volume  of  the  tank  and  is  supplied  to  the  tank  through  the 
water  pump  by  simply  admitting  air  at  its  suction  side. 


HYDRAULIC   ELEVATORS 


491 


The  operation  of  the  elevator  has  been  outlined  in  connec 
tion  with  the  vertical  cylinder  machine  previously  described 
and  need  not  l>e  repeated  here. 

The  exhaust  from  the  cylinder  is  returned  into  the  dis 
charge  tank  from  which  it  is  drawn  into  the  pump,  as  the 
occasion  requires.  A  relief  valve  is  inserted  in  the  supply 
pipe  to  prevent  excessive  pressure  due  to  careless  operation 
of  the  elevator  or  in  case  of  failure  of  the  pressure  regu 
lator  to  cut  off  steam  supply  when  the  pressure  is  up  to 
normal  and  the  elevator  is  not  in  service. 

Pumps 

Ordinarily  the  pumps  used  in  the  smaller  hydraulic 
elevator  installations  arc  double-acting  duplex.  For  higher 
economy  the  compound  cylinders  are  used  in  place  of  the 
single  cylinders.  On  the  very  large  installations  high  duty 
pumping  engines  are  used  since  in  these  the  steam  is  used 
expansively.  Their  much  greater  cost  prevents  their  ex 
tended  use  in  the  smaller  installations.  Where  electricity 
or  other  motive  power  is  used  triplex  single-acting  pumps 
are  common. 

If  the  hydraulic  pressure  in  the  street  mains  is  sufficiently 
high  and  reasonably  constant,  the  pumping  plant  may  be 
dispensed  with  unless  the  cost  of  water  is  excessive.  This 
is  an  economic  problem  and  must  be  solved  for  each  par 
ticular  case. 

Pressure  Tanks 

Pressure  tanks  in  elevator  installations  may  be  located 
as  shown  in  the  typical  installation.  Open  tanks  located  on 
the  roof  of  the  building  may  be  used  if  the  height  is  such 
as  to  give  sufficient  hydro-static  pressure  to  operate  the 
elevator.  Sometimes  the  pressure  tank  is  located  high  in 
the  building,  thus  subjecting  the  tanks  to  a  lower  pressure 
but  yet  maintaining  the  desired  pressure  at  the  elevator 
cylinder. 

Accumulators 

For  low  pressure  service  (i.  c.,  between  100  Ib.  and  150 
Ib.  per  sq.  in.)  pressure  tanks  or  open  tanks  on  the  roof  are 
used.  For  high  pressures  (such  as  750  Ib.  per  sq.  in.) 
the  reserve  pressure  water  is  usually  stored  in  weighted 
accumulators. 

The  plunger  elevator  is  a  good  example  of  a  hydraulic 
accumulator.  If  the  platform  is  loaded  to  the  degree  re 
quired  to  maintain  a  predetermined  pressure,  in  the  or 
dinary  operation  of  the  accumulator,  water  will  be  stored 
when  the  pumps  supply  water  at  a  pressure  in  excess  of 
the  accumulator  pressure  and  the  accumulator  will  furnish 
water  at  the  desired  pressure  when  the  pumps  fail  in  the 
supply  pressure.  As  a  general  rule  the  water  storage  ca 
pacity  of  accumulators  is  very  small  and  they  are  used  to 
relieve  peak  loads  on  the  pumping  plant. 

Steam-Hydraulic  Elevators 

In  the  ordinary  hydraulic  elevator  the  pressure  water  is 
obtained  by  some  form  of  pump.  The  use  of  pumps  may 
be  avoided  by  applying  steam  pressure  directly  on  the 
water.  Interposing  a  blanket  of  air,  thus  separating  the 
steam  from  the  water,  as  shown  in  the  illustration,  prevents 
excessive  condensation  that  would  result  from  direct  con 
tact  of  the  steam  and  the  water.  As  shown,  the  water  for 
operating  the  elevator  is  at  the  bottom  of  the  pressure  tank 
and  the  steam  for  operating  is  introduced  above.  The  air, 
being  heavier  than  the  steam,  will  remain  next  to  the  water. 
The  steam  is  introduced  so  as  to  prevent  agitation  of  the 
air ;  the  air  blanket  is  thus  used  as  a  piston  in  forcing  the 
water  into  the  cylinder  of  the  elevator  mechanism. 


The  steam  inlet  and  the  water  outlet  may  he  operated 
simultaneously  by  a  rope  control,  liy  means  of  a  ball  check 
valve  the  water  level  remains  constant  and  permits  the 
requisite  amount  of  air  to  enter  to  provide  the  proper  air 
piston. 

Pneumatic   Elevators 

The  use  of  air  as  a  working  medium  in  the  cylinders  of 
pneumatic  elevators  is  found  desirable  where  compressed 
air  must  be  used  for  other  purposes.  Such  elevators  are 
ordinarily  used  for  short  lifts  in  freight  handling.  The 
usual  types  are  the  rope  and  the  direct  acting.  In  the 


Steam-Hydraulic    Elevator   Water    Cylinder 

rope  type  elevator  compressed  air  is  introduced  at  the  top 
of  the  cylinder  and  forces  the  piston  down  hence  raising 
the  platform  by  rope  gearing.  Where  headroom  is  of  no 
consequence  a  direct-acting  elevator  is  less  costly  of  in 
stallation. 

Steam-Driven  Elevators 

The  steam-driven  passenger  elevator  is  practically  ob 
solete.  Few  of  those  constructed  in  the  early  days  remain 
in  service.  The  steam-driven  traction  type  is  still  to  be 
had  though  installations  of  this  kind  are  rare. 

Steam  driven  equipments  are  used  frequently  in  building 
construction.  The  engine  consists  usually  of  a  vertical 
boiler  with  two  simple  engines  having  cranks  set  at  right 
angles.  As  a  rule  the  drum  is  not  scored  to  receive  the 
cables  such  as  is  common  practice  in  drum  winding  engines 
but  the  rope  is  permitted  to  wind  on  itself.  The  operator 
determines  the  position  of  the  platform  by  a  tell-tale  fas- 


492 


ELEVATORS 


tened  to  the  rope.    The  lifting  cables  raise  the  entire  load, 
as    counterweights    are    not    used.      The    car    descends    by 


gravity  while  the  speed  is  held  in  check  by  a  brake  con 
trolled  by  the  operator. 


Hand-Power  Elevators 


The  use  of  hand-power  elevators  is  limited  to  installa 
tions  where  the  demand  for  elevator  service  is  infrequent 
and  where  the  expense  of  power-driven  machines  is  not 
warranted.  These  elevators  require  little  space,  may  be 
installed  at  low  cost  and  require  but  little  attention  either 
for  maintenance  or  operation. 

Sidewalk    Elevators 

The  chief  use  of  basement  or  sidewalk  elevators  is  to 
carry  merchandise  up  and  down  for  hotels,  apartment 
houses,  stores  and  light  manufacturing  establishments.  A 
much  used  type  is  illustrated  which  consists  of  a  wheel 
with  a  crank  handle  attached ;  this  is  geared  by  a  series 
of  wheels  to  a  shaft  below  which  carries  the  winding  drums 
on  which  the  lifting  cables  wind.  The  cables,  two  in 
number,  pass  over  sheaves — one  of  which  is  placed  near 
the  top — and  thence  down  to  the  underside  of  the  platform. 
The  speed  reduction  must  be  such  as  to  permit  one  man 
to  lift  the  maximum  load  which  may  be  placed  on  the 
platform. 

The  brake  may  be  secured  to  the  post  with  the  brake 
shoe  resting  on  the  upper  side  of  the  wheel.  The  function 


Where  it  is  impossible  to  put  the  hand-wheel  or  crank 
on  the  guide  post,  it  may  be  offset.  This  type  should  not 
be  used  if  the  type  previously  described  can  be  installed, 
for  should  the  chain  fail  the  platform  is  free  to  fall  un 
checked. 

Hand-power  elevators  of  the  types  described  are  suitable 
where  the  work  is  light  and  service  infrequent.  Their  initial 
cost  is  small  and  the  cost  of  operation  and  maintenance  is 
low.  If  the  service  becomes  frequent  it  may  warrant  the 
installation  of  one  of  the  types  which  are  described  later. 

Counterweights  are  not  used  on  sidewalk  lifts.  The  load 
is  raised  by  virtue  of  the  power  expended ;  descent  of  the 
elevator  is  entirely  by  gravity. 

Freight    Elevators 

Hand-power  freight  elevators  are  used  when  the  service 
is  such  that  the  power  elevator  is  economically  undesirable. 
It  is  cheap  compared  with  the  power  elevator  yet  superior 
to  the  ordinary  hoist.  In  one  type  which  is  illustrated  as 
representative  of  this  style  of  elevator  the  overhead  shaft 
carries  the  winding  drums  and  is  geared  to  the  pull-wheel. 
The  counterweight  cable  also  winds  on  the  drum.  The 


Basement  Elevator 


Hand   Power  Elevator 


Carriage   Elevator 


of  this  brake  is  to  control  the  speed  on  the  down  trip; 
this  must  be  kept  in  check  since  the  car  gains  velocity  as 
it  descends  due  to  the  acceleration  and  might  crash  into 
the  pit. 


counterweight  guide  is  usually  enclosed  to  prevent  anyone 
from  being  struck  by  the  counterweight.  The  operator  is 
required  to  lift  only  the  difference  in  the  weights  between 
the  load  on  the  platform  and  that  in  the  counterweight  and 


PORTABLE    ELEVATORS 


493 


in  addition  overcome  the  friction  set  up  in  the  mechanism. 
The  car  is  equipped  with  a  safety  device  which  grips 
the  guides  in  case  the  lifting  cables  break.  A  brake  is  also 
attached  to  the  pull-wheel,  which  is  operated  by  a  rope. 
This  is  made  necessary  since  the  gearing  will  not  sustain 
the  load  in  any  position  and  therefore  the  descending  speed 
of  the  car  must  be  under  control  at  all  times.  The  power 


is   furnished  through   a  hand   rope  and  the  lifting  is   done 
by   means  of  steel   cables. 

Another  style  of  car,  the  particular  advantage  of  which 
lies  in  the  fact  that  the  lower  floor  is  not  mutilated  by  pit 
construction,  is  also  illustrated.  This  is  accomplished  by 
beveling  the  edges  of  the  car  platform  so  as  to  permit 
wheeling  onto  the  platform. 


Portable  Elevators 


Where  goods  must  be  stored  on  the  floor  economy  »i 
space  requires  that  it  be  piled  as  high  as  possible.  The  lim 
iting  heights  to  which  such  goods  may  be  piled  depends 
upon  the  permissible  load  per  sqaare  foot  of  floor  sparr 
and  the  ability  of  the  goods  at  the  bottom  of  the  pile  to 
sustain  the  pressure  of  the  goods  above  it.  The  piling  of 
the  goods  to  the  ceiling  is  accomplished  in  one  of  two  ways — 
stepping  and  vertical  piling.  In  the  stepping  method  the 
steps  are  made  a  convenient  height  for  handling  the  goods 
manually.  The  objection  to  this  method  of  storage  is  the  in 
efficient  use  of  the  space  required  by  the  steps.  Vertical 
piling  is  accomplished  by  the  portable  elevators  to  be  de 
scribed.  In  this  case  the  goods  are  piled  to  occupy  all  the 
space  except  such  as  is  needed  for  aisles,  passage,  etc. 

The  portable  elevators  may  be  used  for  piling  cases,  bales, 
barrels,  etc..  unloading  trucks,  elevating  machinery  for 


Portable  elevators,  as  used  in  piling  machine*,  consist  of 
uprights  which  act  also  as  guides  for  the  elevating  platform 
on  which  the  gmxls  are  placed  for  hoisting.  The  platform  is 
elevated  by  some  suitable  mechanism.  The  elevator  has 
wheels  for  moving  it  from  place  to  place  but  is  provided 
with  legs  when  in  operation  so  as  to  avoid  the  possibility 
of  its  moving  when  loading  or  unloading.  Means  must 
also  be  provided  for  securing  the  load  in  any  position  should 
the  operator  cease  for  any  reason  to  furnish  lifting  force. 

The  construction  of  the  platform  depends  upon  the  use 
to  which  it  is  to  be  put.  For  soft  packages  such  as  bags,  or 
for  rolling  containers  such  as  barrels  or  drums,  the  flat 
platform  is  used.  Roller  platforms  are  used  for  compact 
containers  such  as  cases  or  bales.  The  rollers  are  usually 
so  arranged  that  they  may  roll  from  front  to  rear  of  the 
platform  or  may  be  removed  from  their  sockets  and  be 


Motor  Operated 

erecting  or  repair  purposes,  elevating  liquids  to  permit  si 
phoning  or  pouring,  elevating  to  platforms  or  balconies  or 
between  floors.  The  last  case  is  a  direct  substitute  for  the 
freight  elevator  and  is  used  when  a  fixed  elevator  would 
not  be  justified. 


Hand   Operated 

placed  so  as  to  roll  from  side  to  side  depending  upon  the 
requirements. 

As  far  as  motive  power  is  concerned  the  elevators  may 
be  operated  by  hand  or  by  a  motor  of  some  kind.  Where 
high  lifts  are  necessary  a  motor  drive  may  be  found  de- 


494 


ELEVATORS 


sirable.     In  general,  the  frequency  of  use  and  the  cost  of       moving   the   machines   from   place   to   place   and   increasing 

handling  will  determine  whether  it  is  best  to  use  hand  or       materially  the  usefulness  of  the  device. 

motor  drive.  The  apparatus  as  a  whole  is  made  either  revolving  or  non- 


Revolving  Type   Portable  Elevator 


Handling  Rolls  of  Paper 


For  low  rises  where  the  elevator  need  not  be  transported  revolving.     The  revolving  type  is  used  where  it  is  required 

under  beams  or  low  doorways,  the  guides   may  be  in  one  to  load   from  one  position  and  discharge  in  any   direction, 

piece.     For  high  rises  they  are  usually  hinged  so  that  they  Where   these   requirements   do   not   exist   the   non-revolving 

may  be   folded,   thus   reducing  the  headroom   required    for  type  will  answer. 

Elevator  Details 


Much  importance  should  be  attached  to  the  safe  opera 
tion  of  elevators.  Strictly  speaking  any  device  which  con 
trols  or  prevents  elevator  service  from  departing  from 
normal  operation  is  a  safety  device.  However,  usage 
limits  the  name  to  such  devices  placed  on  the  car  or  coun 
terweight  as  to  prevent  either  of  them  from  falling  or  from 
attaining  excessive  speed. 

Early  devices  designed  to  prevent  the  car  from  falling 
were  of  the  "broken  rope"  type,  the  arrangement  being 
such  that  if  the  hoisting  rope  remained  in  tension  the  safety 
was  inoperative.  A  breakage  of  the  rope  immediately 
brought  the  car  to  a  stop  in  a  manner  depending  upon  the 
type  of  safety  used.  One  of  the  early  devices  consisted 
of  a  pawl  with  ratchet  teeth  secured  to  the  guides.  The 
breaking  of  the  rope  permitted  the  pawl  to  engage  the 
teeth  and  thus  suddenly  stop  the  car. 

Another  arrangement  consisted  of  planer  teeth  which 
;npped  the  guides  and  grooved  or  planed  as  the  car  de 
scended.  Though  this  arrangement  required  a  longer  time 
to  stop  the  car,  the  stop  was  still  too  abrupt.  Since  most 
ight  elevators,  either  in  normal  or  in  emergency  service, 


act  as  passenger  elevators,  safeties  should  be  designed  for 
gradual  stops  so  that  the  retardations  produced  are  not  so 
high  as  to   be  dangerous  to  life  and   limb. 
A  common  type  safety,  which  is  illustrated,  consists  of  a 


Safety  Clamps 

scored  drum  having  a  hub  provided  with  right  and  left 
hand  screw  threads  which  engage  with  two  screws.  A  ro 
tation  of  the  drum  in  the  proper  direction  pushes  the 
screws  outward,  thus  thrusting  wedges  between  a  pair  of 
clamp  levers  and  forcing  the  jaws  against  the  guides.  The 
great  pressure  thus  produced  brings  the  car  to  rest.  One 


ELEVATOR   INSTALLATIONS 


495 


end  of  the  rope  is  secured  to  the  drum  ;md  the  other  to 
the  governor  which  is  placed  overhead. 

Improvements  in  this  method  consist  of  graduating  the 
pressure  by  springs  so  that  the  retarding  force  is  limited 
to  that  which  will  produce  retardations  well  within  that 
which  the  human  body  can  endure  with  comfort. 

Cables 

Hoisting  ropes  for  elevator  service  consist  usually  of  19 
wires  twisted  together  into  a  strand,  a  set  of  these  strands 
being  twisted  about  a  hemp  centre.  The  materials  used  are 
iron  or  steel.  For  drum  winding  engines  the  iron  wire  is 
suitable  since  it  is  more  pliable  and  will  absorb  consider 
able  impact  without  producing  undue  stresses  in  the  rope. 
It  cannot  be  subjected  to  much  abrasion  such  as  in  trac 
tion  service. 

Steel  rope  is  stronger  than  iron  rope  for  a  given  diame 
ter  and  is  used  where  the  strength  is  more  important  than 
ductility  or  where  the  abrasion  would  cause  speedy  de 
struction  of  the  rope.  The  common  practice  is  to  use  soft 
steel  for  these  ropes  although  for  heavy  loads  stronger 
steels  are  sometimes  desirable, 

In  traction  drive  elevators  two  forms  of  grooves  are 
used,  the  U  and  the  V.  Where  the  U-groove  is  used  an 
idler  is  required  to  give  the  necessary  "traction"  to  the 
rope.  In  the  V-groove  the  wedging  action  of  the  groove 
on  the  rope  produces  a  greater  friction  for  the  same  ten 
sion  in  the  rope.  Experience  to  be  gained  in  the  future 


will  show  whether  the  greater  wear  of  cables  is  occasioned 
by  the  distortion  of  the  rope  in  the  V-grooves  or  by  the 
increased  bending  of  the  ropes  in  the  case  of  the  U- 
grooves  with  the  addition  of  an  idler  sheave. 

For  hand  ropes  or  dumb-waiter  hoisting  ropes,  where 
the  rope  must  pass  over  small  diameter  sheaves,  "tiller- 
ropes"  are  used.  They  are  composed  of  252  wires  and 
are  made  up  of  a  hemp  core  around  which  are  twisted  6 
ropes  each  of  which  consists  of  6  strands  of  7  wires  each 
wound  about  its  own  hemp  centre. 

Signals 

The  refinements  to  be  introduced  in  freight  elevator  serv 
ice  depend  upon  the  frequency  of  service  and  the  need  for 
decreased  waiting  time.  For  the  simplest  cases  the  signals 
consist  of  push-buttons  on  each  floor  with  an  annunciator 
in  the  car.  Where  greater  refinement  is  required  two  push 
buttons  are  used  for  "up"  or  "down"  calls.  The  annuncia 
tor  in  this  case  is  provided  with  a  double  row  of  "drops" 
or  lights  for  the  information  of  the  operator.  Where  ele 
vators  are  in  groups  one  push-button  signals  all  elevators. 

An  arrangement  for  informing  the  passenger  as  to  the 
location  of  the  car  consists  of  a  dial  on  which  are  marked 
the  floors  of  the  building.  A  pointer  rotated  by  suitable 
mechanism  indicates  the  floor  at  which  the  car  is  located, 
and  if  moving  in  which  direction  the  car  is  going. 

A  more  elaborate  system  is  outlined  in  the  description  of 
the  army  base  installation. 


Elevator  Installations 


The  elevator  installations  described  here  are  examples  of 
the  possibilities  of  the  elevators  as  applied  to  material  han 
dling.  The  first  layout  described  covers  an  application 
where  large  quantities  of  materials  are  handled  in  small 
units  requiring  a  large  number  of  elevators  to  supply  the 
frequent  service  demanded.  In  the  second  instance  the  con 
ditions  require  large  capacity  in  a  single  unit. 

Warehouse  Installation 

The  army  base  located  at  Brooklyn,  X.  V.,  has  an  ex 
cellent  example  of  modern  freight  handling.  Of  the  two 
buildings  known  as  A>  and  /},  warehouse  A  is  200  ft.  x  980 
ft.  in  plan,  and  nine  stories  high  with  a  gross  floor  area  of 
1,765,000  sq.  ft.  and  a  storage  capacity  of  144,000  tons. 

Warehouse  B  is  306  ft.  x  980  ft.  in  plan  with  eight 
stories  and  basement  and  has  a  gross  floor  area  of  2,130,000 
sq.  ft.  and  a  storage  capacity  of  180.000  tons. 

An  important  link  in  the  transportation  system  is  the 
freight  elevators.  These  arc  grouped  and  are  operated 
from  a  central  station.  The  horizontal  movement  of  the 
freight  in  and  about  the  warehouses  is  accomplished  by  the 
trailer  and  truck  method. 

The  elevators  are  laid  out  in  three  groups  in  warehouse 
A  and  three  twin  groups  on  either  side  of  a  central  court 
in  warehouse  /?.  The  elevators  are  designed  for  a  speed  of 
150  ft.  per  min.  and  an  average  running  time  of  about  1  min. 
for  the  round  trip.  To  allow  for  delays  in  loading  and  un 
loading,  opening  and  closing  of  doors,  and  dispatching,  it 
was  assumed  that  each  elevator  would  make  ten  trips  per 
hour  and  move  four  truck  loads  or  30  tons  of  freight  per 
hour. 

Since  the  maximum  requirements  of  warehouse  A  were 
assumed  as  796  tons  per  hour  this  would  require  27  elevators 
without  allowance  for  breakdown.  Actually  30  elevators 
were  installed  in  this  building.  In  warehouse  B  the  require 


ments  were  figured  at  1.250  tons  per  hour  and  thus  42  ele 
vators  were  required.  Xo  spare  equipment  was  included 
in  this  building.  Thus  the  floor  area  served  by  the  elevators 
provided  one  elevator  for  each  59.900  sq.  ft.  in  warehouse 
A  and  one  for  each  50,500  sq.  ft.  in  warehouse  B. 

To  provide  for  lifting  four  trailers  at  once  each  car  has 
a  floor  area  of  9  ft.  x  7  ft.  with  a  capacity  of  10,000  Ib. 

Doors  at  cither  end  of  the  elevators  are  automatically  op 
erated  by  a  chain  extending  from  top  to  bottom  of  the 


Tractors  Leaving  the  Elevators 

hatchway  and  back.  The  doors  open  when  the  elevator 
reaches  the  desired  floor  and  are  closed  by  pushing  a  but 
ton.  An  interlocking  switch  is  provided  to  prevent  the  ele 
vator  from  leaving  the  floor  until  the  door  is  closed.  The 
doors  open  and  close  quickly  and  are  checked  near  the 
limits  of  travel  to  prevent  slamming.  They  are  evenly 
counterbalanced  and  move  by  means  of  a  friction  clutch. 
It  requires  little  force  to  open  and  close  the  doors  and 
should  a  person  be  caught  under  the  door  it  will  stop  read 
ily  without  danger  of  serious  harm  to  the  individual.  Due 
to  the  limited  story  height  the  doors  open  into  the  hatchway 


496 


ELEVATORS 


after  traveling  a  vertical  distance  of  18  in.  This  avoids  the 
destructive  action  of  the  truck  wheels  on  bi-parted  doors 
where  the  truck  must  pass  over  the  edge  of  the  lower  half 
of  the  door.  There  are  two  doors  for  each  elevator  on 
opposite  sides  so  that  loading  is  done  on  one  side  and  un 
loading  from  the  other  side. 

To  permit  the  trucks  to  ride  smoothly  from  the  car  to 
the  floor  the  micro-leveling  device,  previously  described,  is 
included  in  the  elevator  equipment.  This  has  made  prac 
ticable  the  application  of  push-button  control  in  this  installa 
tion. 

The  third  floor  is  the  main  operating  floor.  Here  is  lo 
cated  the  central  dispatcher's  desk  opposite  each  elevator 
group.  On  this  desk  are  two  buttons  for  each  of  the  other 
floors,  one  to  dispatch  the  car  to  that  floor  and  the  other 
to  call  the  car  from  that  floor.  An  interlocking  switch  pre- 


The    Dispatcher   Controls   Ten   Elevators 

vents  the  car  from  being  called  from  the  floor  unless  the 
elevator  doors  are  closed  at  that  floor.  On  each  floor  is  a 
dispatch  button  to  send  the  car  to  the  main  operating  floor. 
Each  elevator  in  addition  is  also  equipped  with  a  car 
switch  to  permit  operation  with  an  attendant  on  the  car. 
All  the  elevators  in  a  group  are  operated  by  a  single  oper 
ator  thus  dispensing  with  the  cost  of  individual  operators. 

The  operator  is  in  telephonic  communication  with  each 
floor  and  with  the  director  of  traffic.  By  means  of  signal 
lights  on  his  dispatch  board  he  has  before  him  the  position 
of  all  elevators  in  his  group.  It  is  possible  to  receive  in 
formation  by  the  telephone  concerning  the  state  of  loading 
and  the  requirements  for  the  load  in  his  particular  group 
of  elevators. 

Portable    elevators    are    also    used    for 
throughout  the  warehouses. 


tiering    purposes 


Coal  Shipping  Plant 

From  the  viewpoint  of  magnitude,  the  coal  handling 
equipment  of  the  Virginian  Railway  Company  at  Sewell's 
Point,  Virginia,  merits  consideration.  The  new  equipment 
consists  of  a  tandem  car  dumper,  transfer  cars,  and  a  trans 
fer  car  elevator. 

The  cars  from  the  mines  have  their  contents  dumped 
into  special  120-ton  transfer  cars.  These  are  then  run  onto 
the  car  elevator  and  are  raised  to  the  top  of  the  loading 
tickets  on  the  pier  where  their  contents  are  dumped  The 
coal  ,s  then  discharged  as  needed  into  ships  lying  along- 
«de  the  pier.  After  the  transfer  car  is  emptied  it  runs  to 


the  end  of  the  pier  and  is  there  switched  to  a  return  track 
located  at  the  centre  of  the  pier,  from  which  it  runs  down  a 
grade  to  the  yard  level.  It  is  then  switched  back  to  the 
loading  track  which  passes  in  front  of  the  car  dumper.  By 


Ground   Level   View 

this  means   four  million  tons  of  coal  are  handled  over  this 
pier  each  year. 

\Yhen  the  transfer  car  receives  its  load  from  the  car 
dumper  it  is  switched  onto  the  elevator  and  is  lifted  67 
ft.  to  the  elevation  of  the  top  of  the  pier.  The  elevator 
consists  of  a  steel  framework  carrying  sheaves  for  the 


End  Elevation 

hoisting  ropes  and  forming  a  vertical  guide  for  the  lifting 
platform   which   it   encloses.     The   lifting   platform    carries 


A  CODE  OF   SAFETY   STANDARDS 


497 


the  rails  for  the  transfer  car  and  also  a  section  of  overhead 
trolley  wire  which  is  energized  only  at  the  upper  and  lower 
limits  of  travel. 

The  counterbalance  consists  of  heavy  cast  iron  weights, 
so  adjusted  as  to  require  practically  the  same  pull  on  the 
lifting  cables  for  up  and  down  travel,  thus  equalizing  the 
load  on  both  trips  and  requiring  a  smaller  motor  than  that 
which  would  be  required  if  the  car  descended  by  gravity. 

The  machinery  for  operating  the  platform  consists  of 
two  large  drums  geared  to  an  intermediate  shaft  by  cut 
gears.  This  shaft  is  geared  to  two  motors  by  cut  herring 
bone  reductions.  Each  motor  has  a  continuous  rating  of 
450  h.  p.;  the  motors  are  of  open  type,  compound  wound 
for  a  direct  current  of  550  volts. 

The  motors  and  intermediate  reductions  are  mounted  on 
a  continuous  bed  plate  anchored  to  a  concrete  foundation. 
A  solenoid-operated  brake  is  attached  to  the  armature 
shaft  of  each  motor,  so  arranged  as  to  set  as  the  current 
is  cut  from  the  motor. 

The  gearing  of  the  elevator  is  proportioned  to  produce 
a  complete  cycle  in  two  minutes.  There  are  three  separate 
rope  systems  used  in  the  operation  of  the  lifting  platform; 
one  leading  from  the  drums  directly  to  the  platform:  the 


second  from  the  drums  to  the  counterweight,  and  the  third 
from  the  counterweight  to  the  platform.  This  is  the  com 
mon  practice  in  drum  machines.  There  are  twelve  \l/&  in. 
diameter  ropes  leading  to  each  of  the  drums  and  twelve  l^i 
in.  ropes  between  the  platform  and  the  counterweights. 

Connecting  the  frame  of  the  elevator  to  the  pier  is  a 
hinged  run-off  girder  introduced  to  insure  perfect  align 
ment  of  the  rails  on  the  platform  and  the  pier.  This  girder 
is  hinged  to  the  pier  in  such  a  manner  as  to  permit  of  a 
vertical  movement  of  the  free  end  amounting  to  about  two 
feet.  The  free  end  of  the  girder  normally  rests  on  brackets 
on  the  elevator  frame  from  which  it  is  lifted  by  projecting 
lugs  on  the  platform  as  it  comes  to  the  position  of  its  upper 
limit.  This  upper  limit  of  travel  is  accurately  controlled 
by  an  electric  limit  switch  geared  to  the  hoisting  mechanism. 
Power  is  supplied  to  the  trolley  wires  in  this  position.  The 
transfer  car  passes  from  the  elevator,  over  the  hinged  runoff 
girder,  and  discharges  its  coal  into  the  proper  pocket  on  the 
pier. 

The  empty  car  then  returns  down  the  inclined  track  in 
the  centre  of  the  pier  structure,  to  the  loading  track  in 
front  of  the  car  dumper,  taking  its  regular  turn  in  the  oper 
ation  of  the  svstcm. 


A  Code  of  Safety  Standards 
For  the  Construction,  Operation  and  Maintenance  of  Elevators  and  Dumbwaiters* 


a  This  code  of  safety  standards  is  intended  as  a  guide 
for  the  construction,  maintenance  and  operation  of  elevators, 
dumbwaiters,  escalators!  and  their  hoistways  except  as 
stated  in  the  following  paragraph. 

b  This  code  does  not  apply  to  belt,  bucket,  scoop,  roller 
or  similar  inclined  or  vertical  freight  conveyors,  tiering  or 
piling  machines,  skip  hoists,  wharf  ramps  or  apparatus  in 
kindred  classes,  amusement  devices,  stage  lifts  or  lift  bridges, 
elevators  of  capacity  exceeding  10,000  Ib.  and  platform  area 
exceeding  ISO  sq.  ft.  when  suspended  by  cables  near  each  cor 
ner  of  the.hoistway  or  at  any  additional  positions  (such  as 
are  used  to  handle  loaded  drays,  automobiles,  electric  or 
steam  railroad  cars),  nor  to  elevators  used  only  for  han 
dling  building  materials  and  mechanics  during  the  building 
construction. 

c  The  code  recognizes  the  deteriorating  influence  of  wear, 
rough  usage,  and  the  atmosphere  under  which  elevator  ap 
paratus,  particularly  door  locks,  interlocks  and  electric  con 
tacts,  are  required  to  operate.  In  the  design  and  installation 
of  such  apparatus,  due  regard  must  be  given  to  these  con 
ditions  and  to  the  construction  upon  which  they  are  mounted. 

Definitions 

In  these  regulations  the  following  terms  shall  be  under 
stood  as  here  defined. 

Elevator.  An  elevator  is  a  hoisting  and  lowering 
mechanism  equipped  with  a  car  which  moves  in  guides  in  a 
substantially  vertical  direction. 

NOTE:  Dumbwaiters,  endless  belts,  conveyers,  chains,  buckets,  etc., 
used  for  the  purpose  of  conveying  and  elevating  materials,  and 
tiering  or  piling  machines  operating  within  one  stcry  are  not  included 
in  the  term  "Elevator." 

Elevators  are  divided  into  two  classes  ns  follows:  (1)  Passenger 
Elevators;  (2)  Freight  Elevators. 

Passenger  Elevator.  A  passenger  elevator  is  an  ele 
vator  on  which  passengers,  including  employees  other  than 

*Prepared  by  the  American  Society  of  Mechanical  Engineers. 
tEscalators  are   net  treated   here;    therefore  that   part   of  the  code 
is  omitted. 


those    specified    in    the    definition    of    freight    elevator,    are 
permitted  to  ride. 

NOTE:  This  definition  does  not  apply  to  elevators  for  carrying 
passengers  in  public  or  private  conveyances  where  the  passengers 
are  not  permitted  to  alight  from  the  conveyance  while  on  the 
elevator. 

Freight  Elevator.  A  freigiit  elevator  is  an  elevator 
used  for  carrying  freight,  on  which  only  the  operator 
and  the  persons  necessary  for  loading  and  unloading  are 
permitted  to  ride. 

Power  Elevator.  A  power  elevator  is  an  elevator  in 
which  the  motion  of  the  car  is  obtained  by  applying  energy 
other  than  by  hand  or  gravity. 

Hand  Elevator.  A  hand  elevator  is  an  elevator  which 
is  operated  by  hand  and  which  has  no  other  power  attached. 

Gravity  Elevator.  A  gravity  elevator  is  an  elevator 
which  is  used  only  for  the  lowering  of  freight  by  gravity. 

Dumbwaiter.  A  dumbwaiter  is  a  hoisting  and  lower 
ing  mechanism  equipped  with  a  car,  the  floor  area  of  which 
does  not  exceed  9  sq.  ft.,  whose  compartment  height  does 
not  exceed  4  ft.,  the  capacity  of  which  does  not  exceed 
500  Ib.  and  which  is  used  exclusively  for  carrying  small 
packages  and  freight. 

Escalator.  An  escalator  is  a  moving  inclined  con 
tinuous  stairway  or  runway  used  for  raising  or  lowering 
passengers. 

Electric  Elevator.  An  electric  elevator  is  an  elevator 
in  which  the  motion  of  the  car  is  obtained  by  an  electric 
motor  directly  applied  to  the  elevator  machinery. 

Steam  Elevator.  A  steam  elevator  is  an  elevator  in 
which  the  motion  of  the  car  is  obtained  by  a  steam  engine 
directly  applied  to  the  elevator  machinery. 

Double-Belted  Elevator.  A  double-belted  elevator  is 
an  elevator  in  which  the  machine  is  connected  to  an  inde 
pendent  source  of  power,  such  as  shafting,  by  two  belts  or 
similar  means  and  in  which  the  direction  of  motion  is 
changed  without  reversal  of  the  prime  mover. 

Hydraulic  Elevator.     A  hydraulic  elevator  is  an  ele- 


498 


ELEVATORS 


vator  in  which  the  motion  of  the  car  is  obtained  by  liquid 
under  pressure. 

Plunger  Elevator.  A  plunger  elevator  is  a  hydraulic 
elevator  having  a  ram  or  plunger  directly  attached  to  the 
under  side  of  the  car  platform. 

Automatic  Button-Control  Elevator.  An  automatic 
button-control  elevator  is  an  elevator  the  operation  of  which 
is  controlled  by  buttons  in  such  manner  that  all  landing 
stops  are  automatic. 

Platform  Elevator.  A  platform  elevator  is  an  eleva 
tor  without  a  car  sling,  the  platform  of  which  is  suspended 
or  supported  at  one  or  more  points  at  or  below  the  plat 
form  level. 

NOTE:  A  platform  elevator  within  the  building  line,  having  a 
travel  exceeding  15  ft.,  shall  conform  to  the  requirements  for  either 
passenger  or  freight  elevators,  depending  upon  the  use  tu  which  it 
is  put. 

Sidewalk  Elevator.  A  sidewalk  elevator  is  a  freight 
elevator  of  the  platform  type,  the  hatch  opening  of  which 
is  located  either  partially  or  wholly  outside  the  building  line. 

NOTE:  Sidevalk  elevators  having  a  travel  exceeding  30  ft.  shall 
conform  to  the  requirements  of  power  freight  elevators. 

Elevator  Machine.  An  elevator  machine  is  the  ma 
chinery  and  its  equipment  used  in  raising  and  lowering  the 
elevator  car. 

Winding  Drum  Machine.  A  winding  drum  machine 
is  an  elevator  machine  in  which  the  cables  are  fastened  to, 
and  wind  on,  a  drum. 

Traction  Machine.  A  traction  machine  is  an  elevator 
machine  in  which  the  motion  of  the  car  is  obtained  by 
means  of  traction  between  the  driving  drum,  sheave  or 
sheaves  and  the  hoisting  cables. 

Hoistway.  A  hoistway  is  any  shaftway,  hatchway, 
well  hole  or  other  vertical  opening  or  space,  in  which  the 
elevator  or  dumbwaiter  travels.  The  hoistway  may  or 
may  not  be  enclosed. 

Travel.  The  travel  of  an  elevator  or  dumbwaiter  is 
the  vertical  distance  from  the  lowest  to  the  highest  landing. 

Overtravel.  Overtravel  at  the  top  of  the  hoistway  is 
the  distance  available  for  the  car  to  travel  above  the  top 
terminal  landing  until  the  car  is  stopped  by  automatic 
means  independent  of  the  manual  car  control. 

Overtravel  at  the  bottom  of  the  hoistway  is  the  distance 
available  for  the  car  platform  to  travel  below  the  lower 
terminal  landing  without  any  part  of  the  car  construction 
being  obstructed,  except  by  the  bumpers  or  buffers  installed 
in  the  pit.  The  movement  of  the  car  necessary  to  fully 
compress  the  bumpers  or  buffers  may  be  included  in  the 
Dvertravel  at  the  bottom. 

Clearance.  Clearance  at  the  top  of  the  hoistway  is 
the  vertical  distance  between  the  lowest  point  of  the  super 
structure  and  the  highest  point  of  the  car  enclosure  or  cross 
head  when  the  car  is  at  the  limit  of  the  overtravel  at  the 
top.  Clearance  at  the  bottom  of  the  hoistway  is  the  vertical 
distance  between  the  floor  of  the  pit  and  the  lowest  point 
on  the  understructure  of  the  car  sling,  exclusive  of  the 
safeties,  guide  brackets,  or  shoes,  when  the  car  is  resting 
on  the  bumpers  or  buffers  fully  compressed. 

Landing.  A  landing  is  that  portion  of  a  floor,  bal 
cony  or  platform  immediately  in  front  of  the  landing  doors, 
used  to  receive  and  discharge  passengers  or  freight. 

Hoistway  Door  or  Gate.  A  hoistway  door  or  gate 
is  the  door  or  gate  in  the  enclosure  of  the  elevator  hoistway 
at  any  landing. 

Elevator-Car  Door  or  Gate.     An  elevator-car  door  or 
gate  is  the  door  or  gate  in  the  elevator  car. 
Full-Automatic  Door  or  Gate.    A  full-automatic  door 


or  gate  is  one  which  is  opened  and  closed  automatically, 
directly  or  indirectly,  by  the  motion  of  the  car. 

Semi-Automatic  Door  or  Gate.  A  semi-automatic 
door  or  gate  is  one  which  is  manually  opened  and  is  closed 
directl}'  or  indirectly  by  the  motion  of  the  car. 

Independently  Operated  Door  or  Gate.  An  inde 
pendently  operated  door  or  gate  is  one  which  is  opened  and 
closed  manually  or  by  power  from  a  source  in  no  way 
derived  from  the  motion  of  the  car. 

Elevator  Car.  An  elevator  car  is  the  load-carrying 
unit,  including  platform,  its  supporting  and  guiding  frame, 
and  enclosure. 

Car  Sling.  A  car  sling  is  the  frame  consisting  of  the 
cross-head  to  which  the  hoisting  cables  and  guide  shoes 
are  usually  attached,  the  car  posts  or  stiles  and  the  under 
cross-member  which  supports  the  car  sills,  platform  and 
guide  shoes. 

Suspension  Frame.  A  suspension  frame  is  the  struc 
ture  (including  the  car  sling,  if  any)  to  which  the  hoisting 
cables  are  usually  attached  and  which  support  the  car 
floor  and  sill. 

Hoistway-Door  Interlock.  A  hoistway-door  inter 
lock  is  a  device  the  purpose  of  which  is: 

1  To  prevent  the  movement  of  the  car: 

a  Unless  only  that  hoistway  door,  opposite 
which  the  car  is  standing,  is  closed  and  locked 
(Door  Unit  System)  I  or 

b  Unless  all  hoistway  doors  arc  closed  and 
locked  (Hoistway  Unit  System). 

NOTE:  The  interlock  shall  not  prevent  the  movement  of  the  car 
when  the  emergency  release  hereinafter  described  is  in  temporary 
use  or  when  the  car  is  being:  moved  by  a  slow- speed  car-leveling 
device. 

2  To    prevent    the   opening   of    a     hoistway     door 

from  the  landing  side : 
a     Unless    the    car   is    standing   at    rest    at    that 

landing,  and 

b  Unless  the  car  is  coasting  past  the  landing 
with  ils  car  control  mechanism  in  the  STOP 
position. 

A  hoistway  door  or  gate  shall  be  considered  closed  and 
locked  when  within  4  in.  of  full  closure,  if  at  this  position 
and  any  other  up  to  full  closure,  the  door  or  gate  cannot 
be  opened  from  the  landing  side  more  than  4  in. 

Interlocks  may  permit  the  starting  of  the  elevator  when 
the  door  is  within  4  in.  or  less  of  full  closure,  provided 
that  the  door  can  again  be  opened  up  to  4  in.  from  full 
closure  from  any  position  within  this  range  except  that  of 
full  closure. 

Hoistway-Door  Electric  Contact.  A  hoistway-door 
electric  contact  is  an  electrical  device  the  purpose  of 
which  is : 

1     To  prevent  the  movement  of  the  car: 

a  Unless  only  that  hoistway  door  opposite 
which  the  car  is  standing  is  within  2  in.  of 
the  fully  closed  position  (Door  Unit  Sys 
tem)  ;  or 

b  Unless  all  hoistway  doors  are  within  2  in.  of 
the  fully  closed  position. 

NOTK:  The  contact  shall  not  prevent  the  movement  of  the  car 
when  the  emergency  release  hereinafter  described  is  in  temporary 
use  or  when  the  car  is  being  moved  by  a  slow-speed  car-leveling 
device. 

Car-Gate  Electric  Contact.  A  car-gate  electric  con 
tact  is  an  electrical  device  the  purpose  of  which  is  to 
prevent  the  normal  operation  of  the  car, — except  by  the  use 
of  a  car-leveling  device, — unless  the  car  gate  is  in  the 
closed  position. 


A   CODE  OF   SAFETY   STANDARDS 


499 


Emergency  Release.  An  emergency  release  is  a  de 
vice  the  purpose  of  which  is  to  make  inoperative  electric 
contacts  or  hoistway-door  interlocks. 

Car-Leveling  Device.  A  car-leveling  device  is  a 
mechanism  the  purpose  of  which  is  to  move  the  car  auto 
matically  toward  the  landing  level  from  cither  direction 
and  to  maintain  the  car  platform  at  the  landing  level 
during  loading  or  unloading.  A  leveling  device,  how 
ever,  may  also  be  used  for  the  emergency  operation  of 
the  car. 

Hoistway     Construction     for     Passenger 

and    Freight    Elevators 

Section  10  Hoistway  Construction 

Rule  100     Fire-Resisting  Hoistways 

a  Except  for  elevators  in  private  residences,  passen 
ger  elevators  shall  he  installed  in  lire-resisting  hoistways 
conforming  to  the  requirements  of  the  Building  Code  of 
the  National  Board  of  Fire  Underwriters,  unless  state  laws 
or  municipal  ordinances  require  a  hoistway  the  lire-re 
sisting  qualities  of  which  are  greater  than  specified  in  the 
above-mentioned  Code. 

NOTE:  Experience  has  demonstrated  the  value  of  the  elevator  as  a 
life-savins  device  in  case  of  fire.  A  simple  form  of  fire-resisting 
construction  (cement  plaster  on  metal  lath)  will  usually  resist  a  fire 
for  a  greater  length  of  time  than  the  elevator  can  be  used  as  an  exit 
from  a  burning  building.  Fire-resisting  hoistways  are  therefore 
recommended  for  all  elevators. 

b  All  landing  openings  in  a  lire-resisting  hoistway  shall 
be  provided  with  tire-resisting  doors  which  comply  with 
the  code,  or  with  the  laws  or  ordinances  mentioned  in  Rule 
lOOa,  in  so  far  as  there  is  no  conflict  with  Rule  120a,  of 
this  Code. 

Rule  101     Non-Fire-Resisting  Hoistways 

a  For  enclosure  required  for  non-lirc-resisting  hoist- 
ways,  see  Rule  111. 

Rule  102     Clearance  on  the  Sides  of  the  Hoistways 

a  Hoistways  for  power  elevators,  except  as  slated  in 
Rule  102c.  shall  have  a  clearance  of  not  less  than  three- 
fourths  inch  between  the  sides  of  the  cars  and  the  hoist- 
way  enclosures,  and  not  less  than  one  inch  clearance  be 
tween  cars  and  their  counterweights. 

b  The  clearance  between  the  car  platform  and  the  land 
ing  thresholds  shall  be  not  less  than  three-fourths  inch  nor 
more  than  one  and  one-half  inches. 

c  The  clearance  between  a  hoistway  enclosure  and  an 
open  side  of  the  car  platform  shall  be  not  more  than  4  in., 
except  as  set  forth  in  Rule  lllc. 

NOTE:  Paragraphs  a,  b  and  c  do  not  limit  the  clearance  between 
the  hoistway  enclosure  and  the  car,  counterweights  or  platform  of 
sidewalk  elevators  haying  a  travel  of  not  mere  than  30  ft.,  hand 
elevators  or  dumb  waiters. 

d  If  two  or  more  cars  are  operated  in  the  same  hoist- 
way,  the  clearance  between  cars  shall  be  not  less  than  2  in. 

e  If  "tilling  in"  be  necessary  to  comply  with  the  fore 
going  requirements,  the  "filling"  shall  conform  to  the  re 
quirements  of  Rule  11  Id  for  hoistway  enclosures. 

Rule  103  Hoistway  Windows,  Skylights  and  Pent 
houses 

a  Windows  in  the  hoistway  wall  of  a  power  freight 
elevator  shall  be  provided  with  vertical  bars  or  grating 
having  clearance  as  specified  in  Rule  102c,  if  the  car  has 
an  entrance  toward  this  wall.  The  upper  surface  of  the 
recess  formed  by  the  vertical  bars  shall  be  beveled  on  the 
under  side  as  specified  for  projections  in  Rule  lllf. 

b  Windows  in  the  hoistway  below  the  seventh  floor 
above  the  street  shall  be  fitted  on  the  outside  with  verti 


cal  metal  bars  not  less  than   live-eighths   inch   in  diameter 
and   spaced   not  more  than   10  in.  apart. 

N'oii::  This  is  the  usual  method  of  indicating  on  the  exterior  of 
the  building  the  location  of  an  elevator  hoistway,  and  -t-rvcs  to  warn 
firemen  attempting  to  enter  the  building  or  placing  ladders  against 
such  window^. 

c  Unless  there  is  a  solid  platform,  having  openings 
only  for  the  cables,  under  the  machine  or  sheaves,  lire- 
resisting  hoistways  which  extend  through  the  roof  shall 
have  a  skylight  in  the  top  or  one  or  more  windows  in  the 
side-walls  near  the  top  nf  the  hoistway. 

The  total  glass  area  of  these  skylights  or  windows 
shall  he  in  each  case  (1)  not  less  than  one-half  the  area 
of  the  hoistway,  (2)  not  less  than  3  sq.  ft.,  if  the  area 
of  the  hoistway  is  3  sq.  ft.  or  more;  and  (3)  the  lull  area 
of  the  hoistway  if  the  latter  is  less  than  3  sq.  ft. 

The  glass  shall  be  plain  glass  which  in  a  skylight  .--hall 
have  a  protective  netting  securely  supported  over  it  at 
least  6  in.  from  the  skylight.  The  netting  shall  have  a 
mesh  not  greater  than  one  inch  and  shall  be  made  of  wire 
not  less  than  Xo.  12  Stl.  \V.  gage  (0.1055  in.  diam. ) 

NOTE:  The  purpose  of  the  skylights  and  windows  in  addition  to 
providing  natural  light  is  to  provide  a  vent  for  smoke  and  hot 
gases  in  case  of  fire;  consequently  the  glass  must  he  plain  glass,  not 
wired  glass,  so  as  to  break  readily,  or  the  skylight  and  windows  may 
be  arranged  to  open  automatically  to  the  required  area  upon  the 
fusing  of  fusible  links  inside  the  hoistway  near  the  top,  in  which 
case  wired  glass  may  be  used. 

d  Adequate  permanent  provision  for  artificial  light 
(electric  light,  if  available)  shall  be  made  in  all  pent 
houses. 

The  lamp  (or  the  penthouse  lighting  switch,  if  electric 
light  is  used)  shall  he  within  easy  reach  of  the  entrance 
to  the  penthouse. 

It  is  recommended  that  the  elevator  service  switch  and 
the  penthouse  lighting  switch  be  located  at  the  right  of 
the  entrance  to  the  penthouse  and  that  both  these  switches 
be  enclosed. 

e  Safe  and  convenient  access  to  the  penthouse  shall 
be  provided  and  all  penthouse  doors  shall  be  provided  with 
suitable  locks.  If  the  penthouse  is  used  as  an  emergency 
exit,  these  locks  shall  permit  the  doors  to  be  opened  from 
the  inside  without  a  key. 

f  Penthouses  shall  be  so  constructed  that  there  shall 
be  a  minimum  headroom  of  6  ft.  above  the  floor  upon 
which  the  elevator  hoisting  machine  is  supported. 

Rule  104     Pits,  Overtravel  and  Clearances 

a  A  pit  shall  be  provided  at  the  bottom  of  every  power 
elevator  hoistway.  except  for  platform  elevators  serving 
only  two  adjacent  floors. 

b  The  minimum  clearance  and  overtravel  at  the  top  and 
the  bottom  of  power-elevator  hoistways  shall  be  those 
given  in  Table  I,  except  that  the  pit  for  power  sidewalk 
elevators  shall  be  not  less  than  2  ft.  deep. 

Xo  overtravel  shall  be  required  at  the  bottom  of  the 
hoistway  of  platform  elevators  serving  only  two  adjacent 
floors. 

c  The  floor  of  the  pit  shall  be  approximately  level. 
Sufficient  slope  shall  be  allowed  for  drainage  but  no  recess 
shall  be  allowed  under  the  car  sling. 

NOTE:  The  requirements  of  this  paragraph  may  be  waived  if  old 
foundation  footings  are  encountered  in  a  new  installation  and  it  is 
inadvisable  to  remove  the  footing  entirely.  The  hazard  due  to  an 
uneven  pit,  however,  should  be  recognized  and  all  possible  precau 
tions  taken  to  minimize  this  hazard. 

d  The  movement  necessary  to  compress  the  bumpers 
may  be  included  in  the  overtravel  at  the  bottom. 

e  A  minimum  overtravel  of  18  in.  shall  be  provided 
at  the  top  for  hand  elevators.  No  overtravel  shall  be  re 
quired  at  the  bottom  for  hand  elevators. 


500 


ELEVATORS 


TABLE  I.    OVERTRAVEL  AND  CLEARANCE  FOR  ELEVATORS 

Clear- 

Speed  ft.  per  min.     Overtravel      ance  at        Overtravel     Clearance  at 
—  ^  at  top,  ft.    the  top,  ft.    at  bottom,  ft.    bottom,  ft 
Up  to 
Above       and  including 

For  Hydraulic   Plunger   Elevators 

0  50  2/3  2  1  2 

50  150  3  2  1)4  2 

150  300  5  2  2-42 

300  500  7  2  3X  2 

For  Power  Elevators  of  Other  Types 

0  150  3  2  \y,  2 

150  350  4  2  2%  2 

350  500  5  2  3X 

500  600  S'A  2  4/2 

600  800  6  3  '/3  2 

TABLE  II.     OVERTRAVEL    FOR    POWER    DUMBWAITERS 

Speed,  ft.  per  min. 

r  -  -  ^  Overtravel  at  top 

Above  Up  to  and  including  and  bottom 

0  100  9  in. 

100  200  1  ft.  6  in. 

200  500  2  ft.  6  in. 

f  No  overtravel  or  clearance  shall  be  required  for  hand 
dumbwaiters. 

g  The  minimum  overtravel  at  the  top  and  the  bottom 
of  power-dumbwaiter  hoistways  shall  be  as  given  in  Table 
II,  except  that  no  overtravel  shall  be  required  at  the  lop 
for  "undercounter"  dumbwaiters. 

Rule  105     Machine  Supports,  Loads  on   Supports,  and 
Factors  of  Safety 

a  All  machinery  and  sheaves  shall  be  so  supported  and 
anchored  as  to  effectually  prevent  any  part  becoming  loose 
or  displaced.  The  supporting  beams  shall  be  either  of  steel, 
sound  timber  or  reinforced  concrete.  It  shall  not  be  neces 
sary,  however,  to  install  beams  under  machinery  anchored 
directly  either  to  independent  foundations,  to  the  floor  of 
the  machine  room  or  to  the  platform  if  such  foundation, 
floor  or  platform  is  strong  enough  to  meet  the  require 
ments  for  beams. 

0  In  computing  loads  on  overhead  supports,  due  al 
lowance  must  be  made  for  the  additional  stress  imposed 
by  the  acceleration  and  retardation  (32.2  ft.  per  sec.  per 
sec.)  of  the  moving  parts. 

c  No  elevator  machinery,  except  the  idler  or  deflect 
ing  sheaves  with  their  guards  and  frames  and  devices  for 
limiting  or  retarding  the  car  travel  and  their  accessories, 
shall  be  hung  underneath  the  supporting  beams  at  the  top 
of  the  hoistway.  Dumbwaiters,  however,  are  exempted 
from  this  rule. 

d  The  factor  of  safety  based  on  the  ultimate  strength 
of  the  material  and  the  loads  assumed  in  Rule  lOSb  shall 
be  not  less  than  the  following: 


For    steel 
For     timber 
For     reinforced 


10 


Rule  106     Platforms  Under  Machinery 

a  A  flooring  of  iron,  steel,  wood  or  reinforced  con 
crete,  capable  of  sustaining  a  load  of  SO  Ib.  per  sq.  it., 
shall  be  provided  at  the  top  of  the  hoistway  immediately 
below  the  sheaves  or  at  the  machine  beams.  This  rule 
does  not  apply  to  (1)  the  hoistways  of  elevators  operat 
ing  through  automatic  hatch  covers,  (2)  to  sidewalk  ele 
vators  outside  the  building  line,  nor  (3)  to  dumbwaiters. 

If  an  iron  grating  is  used  the  mesh  shall  be  not  larger 
than  one  and  one-half  in.  Any  grating  with  mesh  larger 
than  one  inch  shall  be  covered  by  an  additional  screen 
of  not  larger  than  three-eighths  inch  mesh.  This  screen 
shall  be  securely  fastened  in  place. 

b  If  the  grating  members  are  laid  flat,  they  shall  be 
supported  by  battens  spaced  not  more  than  3  ft.  apart. 
If  the  grating  members  are  placed  on  edge,  there  shall 


be  thimbles  between  each  two  members  strung  on  metal 
rods  running  through  the  members.  The  rods  shall  be 
riveted  at  their  ends  and  spaced  not  more  than  3  ft.  apart. 
Equivalent  construction  may  be  provided. 

c  Wood  platforms  in  fire-resisting  hoistways,  unless 
protected  by  a  lire-resisting  covering,  shall  be  not  less 
than  3  in.  in  thickness. 

d  The  platform  shall  extend  not  less  than  2  ft.  be 
yond  the  general  contour  of  the  sheaves  or  machines,  and 
to  the  entrance  of  the  hoistway  at  or  above  the  level  of 
the  platform. 

e  If  the  platform  does  not  entirely  cover  the  hoistway, 
the  open  or  exposed  sides  shall  be  provided  with  a  standard 
handrail  and  toe-board,  or  with  a  screened  railing  not 
less  than  42  in.  high.  (See  Rule  llOa.) 

f  Deflecting  sheaves  extending  below  the  machine  level 
shall  be  provided  with  cradles,  which  comply  with  the 
requirements  for  Class  B  guards  referred  to  in  Rule  110. 

Rule  107     Stops  for  Counterweights 

a  For  winding  drum  machines  there  shall  be  a  per 
manent,  substantial  beam  or  bar  at  the  top  of  the  counter 
weight  guides  and  beneath  the  counterweight  sheaves  to 
prevent  the  counterweights  from  being  drawn  into  the 
sheaves.  This  does  not  apply  to  dumbwaiter-counter 
weight  guides. 

Rule  108     Pipes  and  Wiring 

a  The  electrical  conductors  installed  in  or  under  an 
elevator  or  counterweight  hoistway  except  the  flexible 
cables  connecting  the  car  with  the  fixed  wiring,  shall  be 
encased  in  metal  conduits  or  shall  be  armored  cables. 

No  pipes,  except  those  used  to  furnish  or  to  control 
power,  light,  heat  or  signals  for  the  elevator  or  hoistway 
shall  be  installed  in  or  under  any  elevator  or  counter 
weight  hoistway. 

No  electrical  conduits  or  cables,  except  such  as  are  used 
to  furnish  or  control  power,  light,  heat  or  signals  for  the 
elevator  or  hoistways,  shall  have  an  opening,  terminal, 
outlet  or  junction  within  the  hoistway. 

Pipes,  conduits  and  armored  cables  shall  be  securely 
fastened  to  the  hoistway  to  prevent  their  becoming  dis 
placed  by  accidents  on  or  to  the  elevator. 

b  No  part  of  any  electric  circuit  having  a  nominal 
voltage  rating  in  excess  of  750  volts  shall  be  used  on  any 
car-control  system.  Circuits  of  higher  nominal  voltage 
rating  may,  however,  be  used  in  machine  rooms  or  pent 
houses  for  the  operation  of  motors,  provided  that  all 
control  and  signal  wiring  is  thoroughly  insulated  from 
the  power  circuit  and  all  machine  frames  and  metal  hand 
ropes  are  thoroughly  grounded. 

c  All  live  parts  of  electrical  apparatus  in  elevator 
hoistways  shall  be  protected  against  accidental  contact  of 
current-carrying  parts  by  suitable  metal  enclosing  cover 
ings.  These  coverings  shall  be  thoroughly  grounded.  All 
wiring  shall  comply  with  the  requirements  of  the  National 
Electrical  Safety  Code,  and  with  the  National  Electric 
(Fire)  Code. 

Rule  109     Thoroughfare  Under  Hoistways 
a     No  thoroughfare  shall  be  permitted  across  the  hatch 
cover  of  a  hoistway  whether  inside  or  outside  of  a  build 
ing,  except  over  the  hatch  cover  at  the  top  landing  of  a 
platform  or  sidewalk  elevator. 

b  A  hatch  cover  of  the  vertical  lifting  type  for  a  plat 
form  elevator  shall  not  be  used  as  a  thoroughfare  nor  for 
storage  or  a  similar  purpose  unless  there  is  a  space  of  2 
ft.  above  the  hatch  cover  when  at  the  top  of  its  travel. 


A  CODE  OF  SAFETY   STANDARDS 


501 


c  A  hatch  cover  of  the  swinging  type  for  a  sidewalk 
elevator  shall  not  be  arranged  to  open  against  the  building 
nor  shall  it  be  used  as  a  thoroughfare  unless  when  verti 
cally  opened  there  is  a  space  of  18  in.  between  the  covers 
and  any  obstruction  in  the  direction  of  opening. 

d  There  shall  be  no  thoroughfare  under  the  hoistway 
of  any  elevator,  dumbwaiter  or  counterweight  unless  all  of 
the  following  conditions  exist: 

1  The  elevator  car  and  counterweights  shall  be  pro 

vided  with  bumpers  or  buffers  capable  of  stop 
ping  the  car  or  counterweight  when  descending 
at  rated  speed  with  rated  load. 

2  The  car  and  counterweights  shall  be  provided  with 

safety  devices  conforming  to  the  requirements 
for  such  devices.  (See  Rules  304  and  403.) 

3  There  shall  be  a  floor  under  the  hoistway,  sufficiently 

strong  to  withstand  without  injury  the  impact  of 
the  car  or  counterweight  descending  at  rated 
load  and  speed  (governor  tripping  speed  where 
governor  is  used). 

Section  II     Hoistways  Guards  and  Screens 

Rule  110     Standard  Guards 

a  The  standard  railings,  toe-boards,  guards  for  cables 
and  machinery,  etc.,  mentioned  in  this  Code  shall  conform 
to  the  requirements  of  the  A.S.M.E.  Code  of  Safety 
Standards  for  Power  Transmission  Machinery.* 

Rule  111     Hoistway  Enclosures 

a  Where  fireproof  construction  is  not  required,  hoist- 
ways  shall  be  enclosed  to  a  height  not  less  than  6  ft.  from 
each  floor  on  all  sides  not  used  for  loading  or  unloading, 
except  that  the  hoistways  of  dumbwaiters  serving  more 
than  two  floors  shall  be  enclosed  from  floor  to  ceiling. 
(See  Rule  lllg.) 

b  Where  an  elevator  is  located  adjacent  to  a  stairway, 
that  portion  of  the  hoistway  adjoining  the  stairway  shall 
be  enclosed  to  a  height  of  not  less  than  6  ft.  above  each 
stair  tread. 

c  The  hoistways  of  passenger  and  freight  elevators  shall 
be  enclosed  from  floor  to  ceiling  on  the  sides  used  for 
loading  or  unloading,  except 

(1)  Platform    elevators   within   a   building   having   a 

travel  not  exceeding  15  ft. 

(2)  Sidewalk  elevators  having  a  travel  not  exceeding 

30  ft. 

(3)  Elevators     operating     through     automatic     hatch 

covers 

(4)  Elevator    cars    having   gates    provided    with   car 

gate  electric  contacts. 
(See  Rule  102c.) 

The  enclosure  shall  be  not  more  than  4  in.  from  the  edge 
of  the  car  platform. 

d  Enclosures  sball  be  building  walls,  solid  or  latticed 
partitions,  grille  work,  metal  grating,  expanded  metal,  or 
wood. 

Where  wire  grille  work  is  used,  the  wire  shall  be  not 
less  than  No.  13  Stl.  W.  Gage  (0.0915  in  diam.),  and  the 
mesh  shall  be  not  greater  than  two  inches. 

Where  expanded  metal  is  used,  the  thickness  shall  be 
not  less  than  No.  13  U.  S.  Gage  (0.094  in.  diatn.). 

Wood  slats  shall  be  not  less   than  one-half  inch   thick. 

The  spacing  between  vertical  bars  or  slats  shall  be  not 
greater  than  one  inch,  except  where  used  as  "filling" 
material  required  in  Rule  102.  In  this  case  the  spacing  be 
tween  vertical  bars  or  slats  shall  be  not  greater  than  4  in. 

*This  code  is  included  and  will  be  found  following  the  Elevator 
Code. 


e  When  any  of  the  following  conditions  exist,  openings 
shall  be  covered  with  a  netting  of  square  mesh  not  greater 
than  one-half  inch  and  of  wire  not  smaller  than  No.  20 
Stl.  W.  Gage  (0.0348  in.  diam.)  : 

(1)  The    clearance    between    the    enclosure    and    any 

part  of  the  car,  counterweight  or  any  sliding 
landing  door  is  less  than  one  inch. 

(2)  The  enclosure  is  grille  or  openwork  having  open 

ings    which   will   pass   a    Ij4-in.   diameter   ball. 

(3)  The  openings  in  the  enclosure  are  within  reach 

of  a  person  standing  on  a  landing,  stairway, 
floor  or  car  platform. 

f  Projections  extending  inward  one  inch  or  more  from 
the  general  surface  of  the  hoistway,  and  which  are  opposite 
a  car  entrance  shall  be  beveled  on  the  under  side  at  an 
angle  of  not  less  than  60  dcg.  from  the  horizontal  or  shall 
be  guarded  with  metal  plates  or  by  wood  faced  with  metal 
of  not  less  than  No.  16  U.  S.  Gage  (0.0625  in.).  These 
plates  or  guards  shall  be  firmly  and  permanently  fastened 
to  the  hoistway  walls. 

g  Recesses,  other  than  windows,  in  the  general  surface 
of  the  hoistway  for  a  power  freight  elevator,  which  are 
opposite  a  car  opening,  shall  be  filled  in  flush  with  the  gen 
eral  surface  of  the  hoistway  to  comply  with  the  require 
ments  of  Rule  llld. 

The  upper  surface  of  a  recess  formed  by  vertical  bars 
shall  be  beveled  on  the  under  side  as  specified  for  projec 
tions  in  Rule  lllf. 

For  windows  see  Rule  103a. 

h  Hoistways  for  freight  elevators  having  hatch  covers  as 
set  forth  in  Rule  112  will  be  accepted  in  lieu  of  the  enclosure 
herein  required  provided  that  in  addition  to  such  hatch 
covers  the  hoistway  shall  be  guarded  on  all  sides  not  used 
for  loading  and  unloading,  by  a  standard  railing  and  toe- 
board  as  described  in  Rule  110.  Such  railing  shall  be  placed 
not  less  than  12  in.  from  the  -general  line  of  the  hoistway. 
See  Rule  Ilia. 

i  The  hoistway  enclosure  adjacent  to  a  landing  opening 
shall  be  of  sufficient  strength  to  support  in  true  alignment 
the  landing  doors  and  gates  with  their  operating  mechanism 
and  interlocks. 

Rule  112     Protection  of  Hatch  Openings 

a  Automatic  hatch  covers  shall  be  capable  of  sustaining 
a  load  of  50  Ib.  per  sq.  ft.  when  closed.  The  hatch  covers 
of  sidewalk  elevators  shall,  when  closed,  be  capable  of  sus 
taining  a  live  load  of  300  Ib.  per  sq.  ft.  The  dimensions 
of  sidewalk  openings  shall  not  exceed  5  ft.  at  right  angles 
to  the  curb,  and  7  ft.  parallel  to  the  curb,  unless  state 
laws  or  local  ordinances  permit  otherwise. 

b  Wood  hatch  covers  shall  be  metal  clad  on  their  under 
side  and  ledges,  except  at  the  top  landing  of  sidewalk 
elevators. 

c  Hinged  hatch  covers  shall  not  be  permitted  if  the  ele 
vator  cars  have  a  clear  platform  area  of  more  than  50  sq.  ft. 
Hinges  of  hatch  covers  shall  be  of  sufficient  strength  and 
be  securely  fastened  to  withstand  the  service  of  normal 
operation. 

d  No  means  shall  be  provided  for  fastening  hatch  covers 
open,  except  for  sidewalk  elevators.  The  hoistway  of 
sidewalk  elevators  having  hatch  covers  arranged  to  remain 
open,  when  the  elevator  is  not  at  the  sidewalk  landing, 
shall  be  guarded  on  the  exposed  side  or  sides  by  a  gate 
or  bar. 

Rule  113     Counterweight  Runway  Enclosures 
a     Runways   for  counterweights   located   outside   of   the 
elevator  hoistway  and  for  elevators  operating  through  auto- 


502 


ELEVATORS 


matic  hatch  covers  shall  be  enclosed  throughout  their  height, 
except  if  located  outside  of  building.  In  this  case  the  run 
way  shall  be  enclosed  to  a  height  of  at  least  7  ft.  from  the 
ground. 

b  Counterweight  runways  located  in  the  elevator  hoist- 
way  shall  be  enclosed  from  a  point  12  in.  above  the  floor 
of  the  pit  to  a  point  at  least  7  ft.  above  the  floor  of  the  pit 
except  where  compensating  chains  or  cables  which  practi 
cally  compensate  for  the  weight  of  the  hoisting  cables  are 
used.  In  this  case  counterweight  enclosures  shall  be  pro 
hibited  on  the  side  facing  the  elevator. 

c  Access  shall  be  provided  for  inspection,  maintenance 
and  repair  of  all  counterweights  and  cables.  Where  swing 
ing  doors  provide  access,  they  shall  be  equipped  with  spring 
hinges  to  close  the  doors. 

Rule  114     Cable  Enclosures 

a  Where  cables  pass  through  floors  outside  the  hoist- 
way  enclosures,  such  cables  shall  be  guarded  to  a  height 
of  at  least  6  ft.  from  each  floor  with  a  standard  power- 
transmission  guard.  (Sec  Rule  110.).  The  floor  openings 
shall  be  not  greater  than  necessary  for  the  free  passage  of 
the  cables. 

Rule  115     Gate  Counterweight  Enclosures 

a  Gate  or  door  counterweights  shall  run  in  metal  guides 
from  which  they  cannot  become  dislodged  or  shall  be 
"boxed  in.''  The  bottoms  of  the  boxes  or  the  guides  shall 
be  so  constructed  as  to  retain  the  counterweights  if  the 
counterweight  rope  breaks. 

Rule  116      Hoistway  Door  Interlock 

a  The  functioning  of  a  hoistway  door  interlock,  to  pre 
vent  the  movement  of  the  car,  shall  not  be  dependent  on  the 
action  of  springs  in  tension,  nor  upon  the  closing  of  an 
electric  circuit. 

b  The  failure  of  this  interlock  to  perform  the  locking 
function  shall  prevent  the  starting  of  the  car  from  the  land 
ing. 

c  The  force  or  forces  used  to  perform  any  interlocking 
function  to  prevent  the  movement  of  the  car  shall  be  such 
that  even  without  lubrication  the  intended  functioning  of 
the  interlock  shall  be  completely  performed. 

Rule  117     Electric  Contact 

a  The  functioning  of  an  electric  contact,  to  prevent  the 
movement  of  the  car,  shall  not  be  dependent  upon  the  action 
of  springs  in  tension  nor  upon  the  closing  of  an  electric 
circuit. 

b  The  force  or  forces  employed  to  open  the  contact 
shall  be  such  that  even  without  lubrication  of  the  mech 
anism  the  intended  functioning  of  the  electric  contact  shall 
be  completely  performed. 

Rule  118     Emergency  Release 

a  The  emergency  release  shall  be  in  the  car,  plainly 
visible  to  the  occupants  of  the  car  and  reasonably,  but  not 
easily,  accessible  to  the  operator. 

b  To  operate  the  car  under  emergency  conditions  it 
shall  be  necessary  for  the  operator  to  hold  the  emergency 
release  in  the  emergency  position.  The  emergency  release 
shall  be  so  constructed  and  installed  that  it  cannot  be 
readily  tampered  with  or  "plugged"  in  the  emergency 
position. 

c  Rods,  connections  and  wiring  used  in  the  operation 
of  the  emergency  release,  that  are  accessible  from  the 


car,    shall 
readilv. 


be    enclosed    to    prevent    being    tampered    with 


Section   12  Landings 
Rule  120     Hoistway  Doors  for  Passenger  Elevators 

a  Xo  automatic  lire  door,  the  functioning  of  which  is 
dependent  on  the  action  of  heat,  shall  lock  any  landing 
opening  in  the  hoistway  of  any  passenger  elevator  nor 
any  exit  leading  from  any  hoistway  landing  door  to  the 
outside  of  the  building. 

b  Landing  openings  in  passenger-elevator  hoistways  shall 
be  protected  by  sliding  doors,  combination  sliding  and  swing 
ing  doors,  or  by  swinging  doors.  See  Rule  lOOb. 

c  The  distance  between  the  inside  of  the  inner  panel  of 
any  landing  door  and  the  edge  of  the  landing  threshold 
opposite  the  car  opening,  shall  be  not  more  than  4  in.  No 
hardware,  except  that  required  for  interlocking  devices, 
shall  project  into  the  hoistway  beyond  the  line  of  the  la.id- 
ing  threshold.  The  lower  edge  of  the  interlocking  devices 
shall  be  beveled  as  required  for  projections  in  Rule  11  If. 

d  Hoistway  door  interlocks  which  conform  to  Rule  116 
shall  be  used  on  the  hoistway  doors  of  power  passenger 
elevators. 

e  Provision  shall  be  made  to  render  the  car  operative  in 
dependent  of  the  position  of  the  landing  doors,  in  case  of 
fire,  panic,  or  other  emergency,  by  means  of  an  emergency 
release  conforming  to  Rule  118. 

f  Hoistway  doors  for  hand  passenger  elevators  shall  !>e 
equipped  with  interlocks,  unless  (1)  hoistway  gates  which 
close  when  the  car  leaves  the  landing  are  installed  in  addi 
tion  to  the  hoistway  doors,  or  (2)  each  hoistway  door  is 
made  in  two  parts,  one  above  the  other,  the  lower  part  being 
not  less  than  30  in.  above  the  floor  and  arranged  to  be 
opened  only  after  the  upper  part  has  been  opened. 

g  Hoistway  doors  shall  be  arranged  to  be  opened  by 
hand  from  the  hoistway  side,  except  when  locked  "out  of 
service.''  Neither  the  main  exit  doors  nor  the  doors  at  the 
lower  terminal  landing  shall  be  locked  "out  of  service" 
while  the  elevator  is  in  operation. 

h  If  the  entire  control  is  located  on  the  car.  the  hoist- 
way  doors  shall  be  so  arranged  that  they  cannot  be  opened 
from  the  landing  side,  except  by  a  key  or  a  special  mechan 
ism.  If  the  control  is  not  located  entirely  on  the  car,  the 
hoistway  doors  shall  be  so  arranged  that  unless  the  car  is 
at  the  landing,  the  doors  cannot  be  opened  from  the  landing 
side  except  by  a  key  or  a  special  mechanism. 

i  Provision  shall  be  made  for  opening  at  least  one  land 
ing  door,  preferably  the  ground  floor-door,  from  the  land 
ing  side  by  means  of  a  key  or  a  special  mechanism. 

j  Landing  doors  for  passenger  elevators  shall  be  so  ar 
ranged  that  it  is  not  necessary  to  reach  back  of  any  panel, 
jamb  or  sash  to  operate  them. 

Rule  121     Hoistway  Doors  and  Gates  for  Freight 
Elevators 

a  Landing  openings  in  freight-elevator  hoistways.  except 
for  one-story  sidewalk  elevators,  shall  be  equipped  with 
doors  or  gates  having  resistance  to  fire  equal  to  that  speci 
fied  in  Rule  lOOa. 

Landing  openings  in  the  outside  wall  of  a  biulding  shall 
be  equipped  with  doors  complying  with  the  fire-resisting 
requirements  for  doors  in  such  walls. 

b  Hoistway  doors  or  gates  shall  withstand  a  force  of 
75  Ib.  applied  perpendicularly  to  the  door  or  gate  at  any 
point  without  permanent  deformation  and  without  being 
sprung  from  their  guides. 


A  CODE  OF   SAFETY   STANDARDS 


503 


c  Hoistway  gates  made  of  grille,  lattice  or  other  open 
work  shall  reject  a  ball  2  in.  in  diameter. 

d  Gates  shall  extend  from  the  landing  threshold  to  a 
height  of  at  least  66  in.  when  closed,  unless  lack  of  head 
room  makes  gates  of  this  height  impracticable. 

In  this  case  the  gates  shall  be  not  less  than  42  in.  high, 
and — except  for  elevators  operating  through  automatic 
hatch  covers — shall  be  set  back  at  least  12  in.  from  the 
landing  threshold  or  the  car  shall  be  provided  on  landing 
sides  with  warning  chains  suspended  from  the  car  plat 
form. 

Warning  chains  shall  l;e  not  less  than  3  ft.  long  and 
spaced  not  more  than  6  in.  apart.  They  shall  be  made  of 
wire  not  smaller  than  No.  7  Stl.  W.  Gage  (0.177  in.  diam.), 
and  shall  be  fastened  to  wood  sills  or  cleats  with  one-inch 
staples. 

Where  lack  of  head  room  prohibits  a  standard  gate  at 
the  lowest  landing,  the  bottom  rail  of  the  gate  may  be 
placed  not  more  than  18  in.  above  the  floor. 

e  Collapsible  gates  arc  not  recommended  but  if  used 
shall  be  so  made  and  guarded  as  to  prevent  accidents  due 
to  shear. 

f  The  hoistway  doors  or  gates  for  freight  elevators 
shall  be  provided  with  interlocks  or  electric  contacts  and 
locks  except  when  semi-  or  full  automatic  gates  or  doors 
are  used.  Interlocks  and  electric  contacts  shall  conform  to 
the  requirements  of  Rules  116  and  117,  respectively. 

g  Provision  shall  be  made  to  render  the  car  operative 
independent  of  the  position  of  the  landing  doors,  in  case  of 
lire,  panic  or  other  emergency,  by  means  of  an  emergency 
release  conforming  to  the  requirements  of  Rule  118. 

h  Terminal  landing  openings  and  intermediate  landing 
openings  of  elevators  for  carrying  automobiles  and  trucks, 
in  the  hoistways  of  elevators  operating  at  a  speed  not  in 
excess  of  75  ft.  per  min.  may  be  provided  with  full  auto 
matic  doors  or  gates. 

i  Hoistway  doors  or  gates  closed  by  gravity  and  not  by 
direct  motion  of  the  car  shall  be  permitted  only  if  the  car 
speed  docs  not  exceed  75  ft.  per  min. 

j  Semi-automatic  gates  or  doors  shall  be  provided  with 
a  locking  device  which  will  prevent  the  normal  opening 
of  the  gate  or  door  unless  the  car  floor  is  at  or  near  the 
landing. 

Rule  122     Doors  at  Dumbwaiter  Landings 

a  Landing  openings  in  dumbwaiter  hoistways,  except  at 
the  upper  terminal  landing  of  "under-counter"  dumbwaiters 
serving  only  two  adjacent  floors  shall  be  equipped  \vith 
doors  or  gates,  unless  the  bottom  of  the  openings  is  not 
less  than  30  in.  above  floor  level. 

b  The  upper  terminal  landing  opening  of  "under- 
counter"  dumbwaiters  serving  more  than  two  adjacent 
stories  shall  be  provided  with  means  to  guard  persons  from 
falling  down  the  hoistway. 

c  Landing  doors  of  power  dumbwaiters  serving  two 
adjacent  floors  may  be  counterweighted  to  remain  open  if 
the  bottom  of  the  door  is  not  less  than  18  in.  above  the 
floor. 

d  Landing  openings  for  "button  control"  dumbwaiters 
serving  more  than  two  landings  shall  be  protected  with 
gates  or  doors  equipped  with  electric  contacts  which  prevent 
the  operation  of  the  machine  while  any  hoistway  gate  or 
door  is  open. 

e  Landing  doors  of  dumbwaiters,  if  the  bottom  of  the 
openings  is  less  than  30  in.  above  the  landing  floor  and  the 
door  opening  is  large  enough  to  be  mistaken  for  a  door  to  a 
room,  shall  be  in  two  parts,  one  above  the  other,  the  lower 
part  being  not  less  than  30  in.  high  above  the  floor,  arranged 


to  be  opened  only  after  the  upper  part  has  been  opened, 
except  where  gates  which  close  when  the  car  leaves  the 
landing  are  installed  in  addition  to  the  landing  doors. 

f  Landing  openings  of  power  dumbwaiters  serving  three 
or  more  floors  shall  be  provided  with  doors  or  gates,  the 
tire-resisting  qualities  of  which  are  equal  to  those  specified 
in  Rule  lOOa. 

Rule  123  Landing  Floors  for  Passenger  and  Freight 
Elevators 

a  Smooth  metal  plates,  except  such  metal  as  is  necessary 
for  supports,  shall  not  be  used  for  the  landings  of  passenger 
elevators  and  are  not  recommended  for  freight  elevators. 

b  If  there  is  a  railroad  track  upon  any  elevator  landing, 
the  tops  of  the  rails  shall  be  flush  with  the  floor  for  a  dis 
tance  of  6  ft.  from  the  threshold. 

Rule   124     Lighting  at   Landings 

a  When  the  car  is  in  service  at  the  landing,  the  landing 
edges  of  the  threshold  and  car  platform  shall  be  plainly 
visible.  The  minimum  allowable  illumination  on  car  floor 
and  landing  threshold  shall  be  0.75  foot-candle. 

Section  13     Machine  Rooms 
Rule  130     Machine-Room  Location 

a  Elevator  machine  rooms  shall  be  provided  with 
ample  illumination. 

b  Power  elevator  machines  shall  be  surrounded  by  sub- 
tantial  grille  work  or  other  enclosure  unless  located  in 
machine,  engine  or  pump  rooms  in  charge  of  an  attendant 
or  secured  against  unauthorized  access. 

Rule  131     Access  to  Machinery 

a  Safe  and  convenient  access  shall  be  provided  to  ele 
vator  machinery.  This  access  shall  be  exterior  to  and 
independent  of  the  hoistway  or  car.  If  the  parts  are  located 
on  or  over  a  platform  at  the  top  of  the  hoistway,  access  shall 
be  above  the  level  of  the  platform,  if  practicable. 

b  Exposed  gears,  belts  and  other  moving  parts  of 
elevator  machinery  shall  be  guarded  in  accordance  with  the 
standards  referred  to  in  Rule  110. 

Power    Freight   Elevators 

Section  30     Car  Construction  and  Safeties  for 
Power  Freight  Elevators 

Rule  300     Car  Construction 

a  Fo\ver  freight-elevator  car  enclosures  shall  not  deflect 
more  than  one-fourth  of  an  inch  if  subjected  to  a  force 
of  75  Ib.  applied  at  any  point  perpendicularly  to  the  car 
enclosure.  The  car  enclosure  shall  be  secured  to  the  car 
floor  and  frame  in  such  a  manner  that  it  cannot  work  loose 
or  become  displaced  in  ordinary  service. 

b  Power  freight-elevator  cars  shall  have  steel  frames 
designed  with  a  factor  of  safety  of  at  least  six  based  on 
the  rated  load  uniformly  distributed.  Elevators  of  the 
plunger  type  which  are  not  provided  with  counterweights 
need  not  comply  with  the  requirements  of  this  paragraph. 

Elevators  for  carrying  automobiles  shall  have  car  plat 
forms  of  sufficient  strength  to  support  safely  70  per  cent 
of  the  live  load  concentrated  equally  at  any  two  points 
56  in.  apart  on  a  line  parallel  with  the  entrance  sill  of  the 
car. 

c  Except  for  cable  anchorages  no  cast  iron  in  tension 
shall  be  used  for  a  suspension  member  of  any  car  frame. 

d  Power  sidewalk  elevators  shall  be  provided  with  either 
flat  metal  tops  or  arched  bows  of  sufficient  strength  to 


504 


ELEVATORS 


open  the  hatch  cover,  or  be  provided  with  some  device  that 
will  stop  the  car  before  a  person  riding  on  it  could  be  in 
jured,  if  the  hatch  cover  should  fail  to  open. 

e  If  there  is  a  railroad  track  on  the  elevator  car,  the 
tops  of  the  rails  shall  be  flush  with  the  car  platform. 

f  Elevator  cars  shall  be  lighted  at  all  times  when  in 
use.  Electric  light  shall  be  used  if  current  is  available. 
The  intensity  of  illumination  shall  be  not  less  than  0.75 
foot-candle  at  the  edge  of  the  car  platform. 

g  No  glass  shall  be  used  in  elevator  cars  except  to  cover 
certificates  and  appliances  necessary  for  the  operation  of  the 
car.  No  piece  of  glass  shall  exceed  one  square  foot  in 
area. 

Rule  301     Car  Compartments 

a  No  power  freight-elevator  car  except  mine  hoists  and 
special  elevators  upon  which  no  persons  are  permitted 
to  ride,  shall  have  more  than  one  compartment. 

Rule  302     Car  Enclosures 

a  Cars  for  power  freight  elevators  other  than  platform 
elevators  shall  be  enclosed  at  sides  except  the  openings 
necessary  for  loading  and  unloading,  to  a  height  of  at  least 
6  ft.,  or  to  the  crosshead  if  the  crosshead  is  lower. 

b  The  car  enclosure  either  "openwork"  or  solid  may  be 
of  metal  or  wood. 

If  of  "openwork"  it  shall  reject  a  ball  2  in.  in 
diameter.  If  the  openings  are  larger  than  one-half  inch 
.square  they  shall  be  covered  to  a  height  of  at  least  6  ft. 
from  the  car  floor  with  wire  netting  of  not  more  than 
.one-half  inch  square  mesh  and  of  wire  not  smaller  than 
No.  20  Stl.  W.  Gage  (0.0384  in.  diam.),  where  the  clear 
ance  to  any  part  of  the  hoistway  structure  or  the  counter 
weight  is  less  than  5  in. 

c  If  the  car  enclosure  is  cut  away  at  the  front  to 
provide  access  to  the  shipper  rope,  the  enclosure  shall  be 
cut  low  enough  to  prevent  injury  to  the  operator's  hand. 

d  Power  freight-elevator  cars — except  for  (1)  elevators 
operating  through  automatic  hatch  covers,  (2)  sidewalk 
elevators,  (3)  platform  elevators,  (4)  elevators  having 
automatic  closing  gates  extending  to  the  floor  on  all  land 
ings  above  the  lowest  landing,  (5)  elevators  with  landing 
doors  which  open  only  from  the  hoistway  side  except  by 


.  800 
li 

"|  700 

^  600 
0 

afsoo 

I!400 

|-300 

L. 

S  zoo 

|,00 

/ 

/ 

/ 

~z 

/ 

/ 

/ 

~s 

/ 

S 

f 

/ 

I 

0        100     too    300    400    SOO    600    700    800   900    1000    1100 
Governor  Tripping  Speed  in  Ft  per  Minute. 

Curve  1 — Governor  Tripping  Speed  for  a  Given  Car  Speed 

a  key  and  which  are  kept  closed  unless  the  car  is  at  the 
landing — shall  be  equipped  with  solid-top  covers  of  wire 
grille  work  having  a  mesh  that  will  reject  a  ball  \y2  in. 
in  diameter  and  of  wire  not  less  than  No.  10  Stl.  W.  Gage 
.(0.135  in.  diam.)  or  its  equivalent.  The  top  or  cover  shall 


be  sufficiently  strong  to  sustain  x  load  of  ISO  Ib.  applied  to 
any  point. 

e  Car  gates  or  doors  for  freight  elevators  when  closed 
shall  fill  the  openings  they  guard,  except  that  they  need 
not  be  more  than  6  ft.  high. 

f  Elevators  operating  in  hoistways  outside  the  building 
which  are  guarded  only  at  the  ground  landing,  shall  be  pro 
tected  on  the  exposed  side  or  sides  either  by  independently 
operated  bars  or  gates  equipped  with  electric  contacts,  or 
by  semi-automatic  bars  or  gates. 

Rule  303     Cars  Counterbalancing  One  Another 

a  Power  freight-elevator  cars  shall  not  be  arranged  to 
counterbalance  one  another  if  persons  are  permitted  to 
ride  on  them,  or  to  step  on  them  for  the  purpose  of  loading 
or  unloading  unless  hoistway  gates  or  doors  are  provided 
which  are  equipped  with  door  interlocks  or  electric  contacts. 

Rule  304     Car  Safeties  and  Speed  Governors 

a  Freight  elevators  suspended  by  cables  shall  be  provided 
with  a  "safety"  attached  to  the  underside  of  the  car  frame 
and  capable  of  stopping  and  sustaining  the  car. 

The  "safety"  shall  be  so  constructed  that  if  applied  it 
cannot  decrease  its  retarding  force  until  the  car  has  stopped 
and  that  no  decrease  in  the  tension  of  the  governor  cable 
or  motion  of  the  car  or  counterweight  in  the  descending 
direction  shall  release  the  "safety." 

b  The  speed  governor  shall  be  "set"'  to  cause  the  applica 
tion  of  the  "safety"  if  the  speed  of  the  descending  car 
exceeds  the  normal  speed  by  an  amount  given  in  Curve  1. 
No  "car  safety"  shall  be  permitted  for  stopping  an  ascend 
ing  car.  If  a  "safety"  is  used  to  stop  an  ascending  car, 
the  "safety"  shall  be  applied  to  the  counterweight. 

c  For  elevators  having  a  speed  in  excess  of  100  ft.  per 
min.  the  "safety"  shall  be  operated  by  a  speed  governor 
that  the  retardation  of  the  car  shall  never  exceed  64.4  ft. 
per  sec.  per  sec. 

d  The  governor  shall  be  located  where  it  cannot  be 
struck  by  the  car  in  case  of  overtravel. 

e  The  motor  and  brake-control  circuit  shall  be  opened 
before  at  the  time  the  governor  trips. 

f  The  governor  cable  shall  be  of  iron,  steel  or  phosphor 
bronze.  The  cable  shall  not  be  less  than  three-eighths  inch 
in  diameter. 

g  The  arc  of  contact  of  the  governor  rope  and  its  driv 
ing  sheaves  shall,  in  conjunction  with  a  tension  frame, 
provide  sufficient  traction  to  cause  proper  operation  of  the 
governor. 

h  Elevators  having  drum  machines  except  those  having 
a  travel  of  not  more  than  15  ft.,  shall  be  provided  with  a 
"slack  cable"  device  which  will  cut  off  the  power  and  stop 
the  elevator  machine  if  the  car  is  obstructed  in  its  descent. 

i  No  "car  safety"  which  depends  on  the  completion  or 
maintenance  of  an  electric  circuit  for  the  application  of  the 
"safety"  shall  be  used.  "Car  safeties"  shall  be  applied 
mechanically. 

j  The  gripping  surfaces  of  car  or  counterweight  "safe 
ties"  shall  not  be  used  to  guide  the  car  or  counterweights. 

k  A  pawl  and  ratchet  shall  not  be  considered  a  sufficient 
safety  device. 

1  The  car  and  counterweights  shall  respectively  be 
brought  to  rest  on  the  bumpers  before  the  counterweights 
or  car  pass  their  limits  of  overtravel  at  the  top  of  the 
hoistway. 

Rule  305     Car  Safety  Tests 

a  A  rated  capacity  test  shall  be  made  of  every  new 
elevator  before  the  elevator  is  placed  in  regular  service. 


A   CODE  OF   SAFETY   STANDARDS 


505 


b  Every  installation  of  a  "safety"  designed  to  sustain 
the  car  shall  be  tested  with  the  rated  load  on  the  car. 

c  The  application  of  the  "safety"  by  a  speed  governor 
shall  be  obtained  by  causing  the  car  to  descend  at  the 
governor  tripping  speed  corresponding  to  the  normal  speed 
of  the  car  as  indicated  in  Curve  1. 

Rule  306     Capacity  and  Loading 

a  A  metal  plate  shall  be  provided  by  the  elevator  manu 
facturer  which  shall  be  fastened  in  a  conspicuous  place  in 
the  elevator  car  and  shall  bear  the  following  information 
in  not  less  than  one-fourth-inch  letters  and  figures,  stamped 
in,  or  etched  or  raised  on  the  surface  of  the  plate: 

1  The  capacity  of  the  elevator  in  pounds 

2  The   normal   rated   speed   at   which   the   elevator  is 
designed  to  operate. 

3  The  cable  data  required  in  Rule  330b. 

The  capacity  of  the  elevator  shall  be  indicated  in  a  con 
spicuous  place  in  the  elevator  car  by  the  word  CAPACITY, 
followed  by  figures  giving  the  rated  capacity  in  pounds,  in 
figures  and  letters  not  less  than  one  inch  in  size. 

b  No  freight  elevator  shall  be  used  for  carrying  safes 
or  other  concentrated  loads  greater  than  the  rated  capacity 
of  the  elevator,  unless  the  elevator  is  provided  with  a 
"safe-hoisting"  attachment,  designed  for  the  "safe-lift"  load. 
The  car  platform,  car  slings,  sheaves,  shafts  and  cables 
shall  be  designed  for  the  "safe-lift"  load  with  a  factor  of 
safety  of  not  less  than  five.  The  car  "safeties"  for  this 
type  of  elevator  need  not  be  designed  to  hold  the  "safe- 
lift"  load. 

Section  31     Conterweights,  Bumpers  and  Guides 

for  Power  Freight  Elevators 

Rule  310     Counterweights 

a     Counterweights  shall  run  in  guides. 

b  If  two  counterweights  run  in  the  same  guides,  the 
car  counterweights  shall  be  above  the  machine  counter 
weights  and  there  shall  be  a  clearance  of  8  in.  between 
the  counterweights. 

c  If  an  independent  car  counterweight  is  used,  it  shall 
not  be  of  sufficient  weight  to  cause  slackening  in  any  of 
the  cables  during  acceleration  or  retardation  of  the  car. 

d  Counterweight  sections,  whether  or  not  carried  in 
frames,  shall  be  secured  by  at  least  two  tie  rods  passing 
through  holes  in  all  the  sections.  The  tie  rods  shall  have 
lock  nuts  at  each  end.  The  lock  nuts  shall  be  secured  by 
cotter  pins. 

Rule  311     Car  and  Counterweight  Bumpers  or  Buffers 

a  Car  bumpers  or  buffers  shall  be  installed  in  the  pits 
under  power  freight  elevators. 

b  Solid  bumpers  may  be  used  with  elevators  having  a 
speed  of  50  ft.  per  min.  or  less. 

Spring  bumpers  or  their  equivalent  shall  be  used  with 
elevators  having  a  speed  greater  than  SO  ft.  per  min.,  and 
not  exceeding  250  ft.  per  min. 

Oil  buffers  or  their  equivalent  shall  be  used  with  eleva 
tors  having  a  speed  greater  than  250  ft.  per  min. 

Bumpers  and  buffers  shall  stop  the  car  when  descending 
at  governor  tripping  speed  with  its  rated  load  or,  in  the 
case  of  plunger  elevators,  at  the  maximum  allowable  op 
erating  speed  without  exceeding  the  operating  limits  of  the 
bumpers  and  buffers.  The  bumpers  and  buffers  shall  be  so 
designed  that  with  one  person  in  the  car  the  bumper  or 
buffer  shall  cause  a  retardation  of  the  car  of  not  more  than 
64.4  ft.  per  sec,  per  sec.  (See  Curve  1.) 

c  Bumpers  or  buffers  shall  be  located  symmetrically 
with  reference  to  the  center  of  the  car. 


d  Adequate  provision  in  the  design  of  plunger  elevators 
shall  be  made  if  the  bumpers  are  required  to  stop  the 
plunger  as  well  as  the  car. 

e  Counterweight  bumpers  or  buffers  similar  to  those  re 
quired  for  cars  in  Rule  31  Ib  shall  be  installed  under  the 
counterweights  of  freight  elevators. 

Rule  312     Guide  Rails 

a  Guide  rails  for  both  the  car  and  the  counterweights 
of  all  elevators  shall  be  of  steel  except  for  elevators  hav 
ing  a  travel  of  not  more  than  100  ft.  and  operating  at  a 
speed  not  in  excess  of  100  ft.  per  min. 

It  is  recommended,  however,  that  steel  guide  rails  be  used 
for  all  power  freight-elevator  installations. 

Guide  rails  particularly  where  in  contact  with  the  guide 
shoes  when  the  car  is  at  the  landing  shall  be  securely 
fastened  with  iron  or  steel  brackets  (or  their  equivalent) 
of  such  strength,  design  and  spacing  that  the  guide  rails 
and  their  fastenings  shall  not  deflect  more  than  one-fourth 
inch  under  normal  operation. 

They  shall  withstand  the  application  of  the  "safety" 
when  stopping  a  fully  loaded  car  or  the  counterweight. 
The  guiding  surface  of  the  guide  rails  for  elevators  re 
quiring  "safeties"  shall  lie  finished  smooth  and  the  joints 
shall  be  tongued  and  grooved  or  doweled. 

Guide  rails  and  their  fastenings  shall  be  secured  in  posi 
tion  by  through  bolts  of  not  less  than  the  following  sizes : 

6'/2  and  7^-lb.  rails '/i-'m.  bolts 

14-Ib.  rails 56-in.  bolts 

30-lb.   rails J^-in.   bolts 

The  guide  rails  shall  be  "bottomed"  on  suitable  supports 
and  extended  at  the  top  to  prevent  guide  shoes  from  run 
ning  off  in  case  the  overtravel  is  exceeded. 

Cast  iron  shall  not  be  used  for  guide  rails. 

Where  the  use  of  steel  rails  would  present  an  accident 
hazard,  as  in  chemical  or  explosive  factories,  wood  guide 
rails  may  be  used  for  any  rise  or  car  speed. 

b  The  weight  of  steel  guide  rails  shall  be  not  less  than 
as  given  in  Table  VI. 

TABLE   VI.     WEIGHT  PER  LINEAL  FOOT  OF  EACH  GUIDE 
RAIL    IN    POUNDS 


Total  Weight  of 
Car  and  Load, 
and  Total  Weight  of 
Counterweights,  I.b. 

Up  to  and 
Above          Including 
0               4,000 
4,000              15,000 
15,000              40,000 

Weight  of  Each 
Counterweight  Guide  Rail,  Lb. 

Weight  of 
Each  Car 
Guide  Rail, 
Lb. 

^y= 

14 
30 

With 
Guide- 
Rail 
Safeties 
7'A 
14 
30 

Without 
Guide-Rail  Safetiet 

A 

1  to  1               2  to  1 
Roping            Roping 
6/j                 6X 

7%         iy* 

TV*                 14 

d     The  size  of  wood  guide  rails,  where  permitted,  shall 
be  not  less  than  given  in  Table  VII. 

TABLE    VII.      SIZE    OF    WOOD    GUIDE    RAILS 

Total  Weight  of  Car  and  Load 
per  Pair  of  Rails,  Pounds 


Maple  Guide  Rails 

t  

\ 

Up  to  and 

Above 

Including 

0 

5.000 

5,000 

8,000 

8,000 

10.000 

10,000 

14,000 

Yellow  Pine  Guide  Rails 

A 

Up  to  and 

Above  Including 

0  3,500 

3,500  5,500 

5,500  6,500 

6,500  9,000 

9.000  23,000 

23.000  35,iXK) 


Size  of  Each 

Guide  Strip 

in  Inches 

2     XS'A 


3  X6 

4  XS' 

5  X? 

6  X8 


Section  32     Machines  and  Machine  Safeties  for 

Power  Freight  Elevators 
Rule  320     Machines  and  Machinery 

a  Drums  and  leading  sheaves  shall  be  of  cast  iron  or 
steel,  and  shall  have  finished  grooves.  Grooves  shall  be 
not  more  than  one-sixteenth  inch  larger  than  the  cables. 

b    The  factors  of  safety  based  on  the  static  loads   (the 


506 


ELEVATORS 


loads  specified  in  Rule  306a,  plus  the  weight  of  the  car, 
cables,  counterweights,  etc.),  to  be  used  in  the  design  of 
hoisting  machines  shall  be : 

8     for  wrought  iron  or  wrought  steel 
10     for   cast   iron,   cast   steel   or  other   materials. 

c  Set-screw  fastenings  shall  not  be  used  in  lieu  of  keys 
or  pins. 

d  Worm  gears  having  cast-iron  teeth  shall  not  be  used 
to  drive  power  freight-elevator  drums  or  sheaves. 

e  Winding  drum  and  traction  machines  for  freight 
elevators  shall  be  equipped  with  brakes  which  are  applied 
automatically  by  springs  or  gravity  when  the  control  is 
at  the  "stop"  position.  Electric  freight-elevator  machines 
shall  be  equipped  with  electrically  released  brakes. 

Except  when  the  rated  load  will  not,  within  the  limits  of 
travel,  accelerate  the  car  speed  above  ISO  per  cent  of  nor 
mal  speed,  the  brakes  shall  not  be  released  until  power 
has  been  applied  to  the  motor. 

f  The  action  of  the  brake  magnet  shall  not  be  retarded 
by  any  motor  field  discharge  or  counter  voltage  or  by  any 
single  ground  or  short-circuit. 

Rule  321     Hydraulic  Machines 

a  Hydraulic-elevator  machines  whether  of  the  vertical 
or  horizontal  type  shall  be  so  constructed  that  the  piston 
will  be  stopped  before  the  car  can  be  drawn  into  the  over 
head  work.  Stops  of  ample  strength  shall  be  provided  to 
bring  the  piston  to  rest,  when  under  full  pressure,  without 
causing  damage  to  the  cylinder  or  cylinder  head. 

b  The  traveling  sheaves  for  vertical  hydraulic  elevators 
shall  be  guided.  The  guide  rails  and  guide  shoes  shall  be 
of  metal. 

c  The  side  frames  of  traveling  sheaves  for  vertical  hy 
draulic  elevators  shall  be  either  of  structural  or  forged 
steel. 

The  construction  commonly  known  as  the  "U-strap  con 
nection"  shall  not  be  used  between  the  piston  rods  and 
traveling  sheaves. 

d  Where  more  than  one  piston  rod  is  used  on  the  ver 
tical  pulling  type,  an  equalizing  crosshead  shall  be  provided 
for  attaching  the  rods  to  the  traveling  sheave  frame,  to 
insure  an  equal  distribution  of  load  on  each  rod. 

When  more  than  one  piston-rod  is  used,  equalizing  or 
cup  washers  shall  be  used  under  the  piston-rod  nuts  to  in 
sure  a  true  bearing. 

e  Cylinders  of  hydraulic-elevator  machines  shall  be 
provided  with  means  of  releasing  air  or  other  gas. 

f  Piston  rods  of  tension-type  hydraulic  elevators  shall 
have  a  factor  of  safety  of  not  less  than  eight,  based  on  the 
sectional  area  at  the  root  of  the  thread.  A  true  bearing 
shall  be  maintained  under  the  nuts  at  both  ends  of  the  piston 
rod  to  prevent  any  eccentric  loading  on  the  rods. 

g  Pressure  tanks  shall  be  designed  so  that  the  proportion 
of  the  air  or  other  j;as  to  the  liquid  therein  will  prevent  the 
probability  of  the  entrance  of  air  or  other  gas  into  the  ele 
vator  cylinder. 

h  Hydraulic  elevators  shall  be  provided  with  an  inde 
pendent  automatic  means  for  gradually  stopping  the  car  at 
the  upper  and  lower  terminal  landings  independently  of  the 
operator. 

If  the  speed  of  the  elevator  does  not  exceed  ISO  ft.  per 
min.,  the  means  employed  may  operate  in  combination  with 
the  car-control  mechanism  and  the  main  operating  valve. 

If  the  speed  of  the  elevator  exceeds  150  ft.  per  min.,  an 
automatic  stop  valve  shall  be  provided  for  this  purpose. 


This  valve  shall  be  independent  of  the  main  operating  valve 
and  preferably  in  the  piping  between  the  main  operating 
valve  and  the  cylinder. 

Automatic  stop  valves  for  elevators  shall  be  packed  with 
cup  leathers,  or  other  means  shall  be  used  to  prevent  stick 
ing  of  the  valve  stems. 

i  Every  pump  connected  to  the  pressure  tank  of  a  hy 
draulic  freight  elevator  shall  be  equipped  with  a  relief  valve 
so  installed  that  it  cannot  be  shut  off.  The  relief  valve  shall 
be  of  sufficient  size  and  so  set  as  to  pass  the  full  capacity 
of  the  pump  at  full  speed  without  exceeding  the  safe  work 
ing  pressure  of  the  pump  or  tank.  Two  or  more  relief 
valves  may  be  used  to  obtain  the  capacity.  The  relief 
valves  shall  be  piped  to  discharge  into  the  discharge  tank 
or  the  pump  suction. 

j  Elevator  pumps,  unless  equipped  with  pressure  regula 
tors  which  control  the  motive  power,  shall  be  equipped 
with  automatic  by-passes. 

k  Pressure  tanks  shall  be  made  and  tested  in  accord 
ance  with  the  A.S.M.E.  Boiler  Code  requirements  for 
hydraulic  pressure  vessels. 

1  Each  pressure  tank  shall  be  provided  with  a  water- 
gage  glass  having  brass  fittings  and  valves,  attached  di 
rectly  to  the  tank  and  so  located  as  to  show  the  level  of 
the  water  when  the  tank  is  more  than  half  filled. 

Every  pressure  tank  shall  have  a  pressure  gage  which 
correctly  indicates  pressure  to  at  least  \\2  times  the  nor 
mal  working  pressure  allowed  in  the  tank.  This  gage 
shall  be  connected  to  the  tank  by  a  brass  or  other  non- 
corrodiblc  pipe  in  such  a  manner  that  the  gage  cannot  be 
shut  off  from  the  tank  except  by  a  cock  with  a  "T"  or 
lever  handle  (the  "T"  or  lever  set  in  line  with  the  direction 
of  the  flow).  The  cock  shall  be  in  the  pipe  near  the  gage. 

The  tank  shall  be  provided  with  a  one-quarter  inch  pipe- 
size  valved  connection  for  attaching  an  inspector's  gage 
when  the  tank  is  in  service.  This  is  for  testing  the  ac 
curacy  of  the  pressure  gage. 

m  Pressure  tanks  that  may  be  subjected  to  vacuum 
shall  be  provided  with  one  or  more  vacuum  valves  to  pre 
vent  collapse  of  the  tanks. 

Vacuum  valves  shall  have  openings  of  sufficient  size  to 
prevent  the  collapse  of  the  tank  if  a  vacuum  occurs.  If 
necessary  more  than  one  vacuum  valve  may  be  used  to  ob 
tain  sufficient  capacity. 

n  Pressure  tanks  shall  be  so  located  and  supported  that 
inspection  may  be  made  of  the  entire  exterior. 

o  Discharge  tanks  open  to  atmosphere  shall  be  so  de 
signed  that  when  completely  filled  the  factor  of  safety  shall 
be  not  less  than  four  based  on  the  ultimate  strength  of 
the  material.  Discharge  tanks  shall  be  covered  to  prevent 
the  entrance  of  foreign  material  and  provided  with  a  suit 
able  vent  to  the  atmosphere. 

p  Hydraulic  elevators  operated  from  a  pressure  tank 
where  the  fluid  pressure  is  obtained  by  directly  admitting 
steam  or  air  to  the  tank  shall  comply  with  all  the  rules 
covering  hydraulic  elevators. 

Rule  322     Belted  Machines 

a  Belt  or  chain-driven  freight-elevator  machines  shall 
be  operated  at  a  car  speed  not  in  excess  of  60  ft.  per  min. 

b  If  the  machine  is  not  driven  by  a  separate  motor, 
means,  such  as  tight  and  loose  pulleys  or  clutches  shall  be 
provided  for  throwing  the  power  "off"  a  belt-driven  ma 
chine. 

c     Elevator  belts  within  7  ft.   of  the  floor  except  when 


A  CODE  OF   SAFETY   STANDARDS 


507 


located  within  machine  enclosures  shall  be  guarded  in  ac 
cordance  with  the  standards  mentioned  in  Rule   110. 

Rule  323     Machine  Safeties  and  Terminal  Stops 

a  Power  freight  elevators  shall  be  provided  at  each  end 
of  the  hoistway  with  at  least  two  independent  means  ex 
clusive  of  the  manually-operated  car  control  (car  switches, 
push  buttons,  hand  rope  or  lever  devices,  etc.)  to  auto 
matically  stop  the  car  within  the  limits  of  ovcrtravel. 

Suitable  bumpers  or  buffers  will  be  considered  one  of 
the  independent  means  required  by  this  rule  for  elevators 
having  traction  machines. 

Stop  balls  securely  fastened  to  the  shipper  ropes  may  be 
considered  one  of  the  independent  means  of  stopping  re 
quired  by  this  rule. 

For  sidewalk  elevators  having  drum  machines  and  for 
double-belted  elevators,  if  one  or  more  speeds  slower  than 
normal  speed  are  used  the  slow-down  device  shall  not  be 
considered  one  of  the  independent  means  of  stopping  re 
quired  by  this  rule. 

b  Electric  elevators  operated  by  polyphase  alternating- 
current  motors  shall  be  provided  with  relays  of  the  po 
tential  type  which  will  prevent  starting  the  motor  if — 

(1)  The  phase  rotation  is  in  the  wrong  direction  or 

(2)  There  is  a  failure  in  any  phase. 

Rule  324     Control 

a  No  freight  elevator  having  a  speed  greater  than  100 
ft.  per  min.  shall  be  controlled  by  a  direct  hand-operated 
rope,  cable  or  rod. 

b  No  freight  elevator,  except  hydraulic  elevators,  hav 
ing  a  speed  greater  than  150  ft.  per  min.  shall  be  controlled 
by  a  rope  or  cable  operated  by  a  wheel  or  lever  mechanism. 

c  No  shipper  rope  shall  be  accessible  from  the  outside 
of  a  building,  if  the  elevator  hoistway  is  in  or  adjacent  to 
the  building. 

d  Overhead  tension  weights  for  shipper  ropes  shall  be 
secured  by  chains  or  cables  attached  to  the  weights  and 
to  a  suitable  anchorage. 

e  Guards,  which  will  keep  the  ropes  from  leaving  the 
sheaves,  shall  be  installed  unless  means  are  used  to  main 
tain  the  shipper  ropes  in  proper  tension. 

f  Fower  freight  elevators  operated  by  means  of  a  direct- 
operated  hand  rope — except  sidewalk  elevators — shall  be 
provided  with  a  centering  device  wh;ch  will  insure  the  op 
erating  mechanism  being  placed  in  the  stop  position  when 
it  is  desired  to  stop  the  car. 

g  The  handle  of  the  "car  switch"  located  on  the  car 
of  "car  switch"-controlled  elevators— except  those  having 
"button  control"— shall  be  arranged  to  return  to  the  "stop" 
position  and  lock  there  automatically  when  the  hand  of 
the  operator  is  removed.  The  push  buttons  of  button- 
control  elevators  shall  be  arranged  to  return  to  the  "open" 
position  when  the  hand  of  the  operator  is  removed. 

h  No  part  of  any  electric  circuit  having  a  nominal 
voltage  rating  in  excess  of  750  volts  shall  be  used  as  any 
part  of  a  power  freight-elevator  control  system. 

i  "Car-switch"-controlled  elevators  shall  have  an  emer 
gency  switch  adjacent  to  the  control  apparatus  on  the  car 
to  cut  off  the  source  of  power.  This  emergency  switch  shall 
be  located  within  easy  reach  of  the  operator. 

In  button-controlled  elevators  the  stop  button  on  the 
car  may  be  used  as  the  emergency  switch  if  it  is  a  red 
button  marked  "STOP." 

j     The  breaking  of  a  circuit  to  stop  an  automatic  button- 


control  elevator  shall  not  depend  solely  on  the  operation 
of  a  spring  or  springs  nor  upon  the  completion  of  an 
electric  circuit. 

k  A  manually-operated  disconnecting  switch  shall  be  in 
stalled  in  the  main  line  of  electrically  controlled  elevator 
machines.  This  switch  shall  be  located  adjacent  to  and 
visible  from  the  elevator  machine.  No  provision  shall  be 
made  to  close  this  disconnecting  switch  from  any  other  part 
of  the  building. 

1  The  frames  of  electric-elevator  machines  shall  be 
grounded.  Shipper  ropes  shall  be  grounded  if  insulated 
from  the  machines. 

m     Klcctric  "slack  cable"  switches  shall  be  enclosed. 

n  No  control  system  shall  be  used  which  depends  on  the 
completion  or  maintenance  of  an  electric  circuit  for  the 
interruption  of  the  power,  for  the  application  of  electro 
mechanical  brakes,  for  the  operation  of  "safeties,"  nor  for 
the  closing  of  a  contactor  by  an  emergency  stop  button, 
except  that  this  paragraph  docs  not  apply  to  dynamic  brak 
ing  and  speed-control  devices. 

o  In  elevators  having  "car  switch"  or  hand-lever  control, 
the  lever  shall  be  so  arranged  that  the  movement  of  the 
lever  toward  the  opening  (which  the  operator  usually 
faces)  will  cause  the  car  to  descend  and  a  movement  of 
the  lever  away  from  the  opening  will  cause  the  car  to 
ascend. 

p  Power  freight  elevators  controlled  by  shipper  ropes, 
except 

(1)  sidewalk  elevators 

(2)  elevators  equipped  with  an  emergency  switch 

(3)  elevators    equipped    with    interlocks    or    electric 
contacts 

shall  be  equipped  with  shipper  rope  locks  for  holding  the 
car  at  any  landing. 

q  Xo  circuit  breaker  operated  automatically  by  a  fire- 
aUirm  system  shall  cut  off  either  the  power  or  the  control 
from  a  power  freight  elevator. 

r  Automatic  button-control  elevators  shall  conform  to 
the  following  requirements  : 

1  If  the  car  has  started  for  a  given  landing  it  shall  be 

impossible  to  give  an  impulse  from  any  landing  to 
send  the  car  in  the  reverse  direction  until  the  car 
has  reached  the  destination  corresponding  to  the 
first  impulse.  The  car  may,  however,  be  stopped 
at  any  intermediate  landing  to  take  on  or  discharge 
attendants  or  freight  going  in  the  original  direc 
tion 

2  If  the  car  has  been  stopped  to  take  on  or  discharge 

attendants  or  freight  and  is  to  continue  in  the 
direction  determined  by  the  first  impulse,  the  clos 
ing  of  the  car  gate  may  be  sufficient  to  start  the 
car 

3  It  shall  not  be  possible  to  start  the  car  under  normal 

operation  unless  every  hoistway  door  is  closed  and 
locked  in  the  closed  position.  (Hoistway  Unit 
System.) 

Rule  325     Limits  of  Speed,  Acceleration  and  Retardation 

a  Xo  platform  elevator  shall  have  a  speed  greater  than 
30  ft.  per  min. 

b  The  speed  of  elevators  operating  through  automatic 
hatch  covers  shall  not  exceed  50  ft.  per  min. 

c  Except  automatic  button-control  elevators  and  ele 
vators  controlled  exclusively  by  an  authorized  person,  no 


508 


ELEVATORS 


power   freight  elevators  shall  have  a  speed  not  in  excess 
of  100  ft.  per  min. 

d  Under  normal  operation,  no  power  freight  elevator 
shall  be  accelerated  or  retarded  at  a  rate  greater  than  10 
ft.  per  sec.  per  sec.,  unless  the  normal  speed  exceeds  800 
ft.  per  min.  In  this  case  an  acceleration  or  retardation  of 
14  ft.  per  sec.  per  sec.  is  allowable. 

Rule  326     Limits  of  Travel  for  Freight  (Sidewalk) 
Elevators 

a  No  sidewalk  elevator  having  a  travel  greater  than 
30  ft.  shall  be  installed  unless  it  complies  with  the  regula 
tions  for  power  freight  elevators. 

Section  33     Cables  and  Signal  Systems  for  Power 
Freight  Elevators 

Rule  330     Hoisting  Cables 

a  Car  and  counterweight  cables  for  power  freight  ele 
vators  shall  be  of  iron  or  steel  without  covering  except  that 
marline-covered  cables  are  permitted  where  liability  to  ex 
cessive  corrosion  or  other  hazard  exists.  Hoisting  chains 
may  be  used  only  for  power  platform  and  sidewalk  ele 
vators. 

b  Where  drum  machines  are  used,  the  capacity  plate 
required  in  Rule  305a  shall  bear  the  following  information : 


CABLE    SPECIFICATIONS 


Cable 

Hoisting    

Car    counterweight 

Machine     counterweight.. 


Number 


Diameter 
in  Inches 


Rated  Ultimate 
Strength 
in  Pounds 


Where  traction  machines  are  used,  the  capacity  plate  re 
quired  in  Rule  306a  shall  bear  the  following  information: 

CABLE    SPECIFICATIONS 

Rated  Ultimate 
Diameter  Strength 

Number  in  Inches          in  Pounds 

Hoisting     cables 

Where  hydraulic  machines  are  used,  the  capacity  plate 
required  in  Rule  306a  shall  bear  the  following  information 

CABLE    SPECIFICATIONS 


Cable 

Diameter 
Number            in  Inches 

Rated  Ultimate 
Strength 
in  Pounds 

Car    counterweicht..  . 

g  The  diameter  of  a  sheave  or  winding  drum  for  a  car 
or  counterweight  cable  shall  be  not  less  than  38  times  the 
diameter  of  the  cable  with  which  it  is  used  except  for  side 
walk  elevators. 

h  No  car  or  counterweight  cable  shall  be  lengthened  or 
repaired  by  splicing. 

i  The  drum  ends  of  car  or  counterweight  cables  shall 
be  secured  by  clamps  on  the  inside  of  the  drums  or  by  one 


In  addition  a  metal  tag  shall  be  attached  to  the  cable 
fastenings.  On  this  tag  shall  be  stated  the  diameter, 
ultimate  strength  and  material  of  the  cables,  and  the  date 
of. the  cable  installation. 

c  Where  the  ultimate  strength  and  material  of  the  cables 
are  not  known,  the  loads  shall  be  limited  to  the  loads  for 
iron  cables  of  the  same  diameter. 

d  The  factor  of  safety  for  car  and  counterweight  cables 
for  power  freight  elevators  shall  be  not  less  than  the  values 
given  in  Curve  2,  corresponding  to  the  speed  of  the  car. 
e  The  diameter  of  the  cables  shall  be  determined  by 
using  the  factor  of  safety  found  in  Rule  330d,  together  with 
the  ultimate  strength  of  the  cable.  The  computed  load  on 
the  cable  shall  be  the  weight  of  the  car  plus  its  rated  load. 
See  Rule  306. 

f  All  cables  anchored  to  a  winding  drum  shall  have  not 
less  than  one  complete  turn  of  cable  around  the  winding 
drum  when  the  car  or  counterweight  has  reached  the  ex 
treme  limit  of  its  travel. 


13 


* 

8 


100     200    300    400    500    600    700    800    900    1000   1100 
Cable  Speed,  Ft.  per  Minute. 

Curve  2 — Factors  of  Safety  for  Hoisting  Cables  for  Traction 
Machine   Freight  Elevators.      (Drum   Machine   Freight   Ele 
vators  May  Use  Factors  of  Safety  of  80  Per  Cent  Given  in 
This    Curve) 

of  the  methods   specified  in  the   following  paragraphs   for 
fastening  cables  to  cars  or  counterweights. 

j  The  car  and  counterweight  ends  of  cables  shall  be 
fastened  by  spliced  eyes,  return  loop,  or  by  individual 
tapered  babbitted  sockets.  Such  fastenings  are  not  re 
quired  for  compensating  counterweight  cables  of  plunger 
elevators. 

Method  of  Splicing  Cables.  If  the  spliced  eye  is  used 
a  metal  thimble  shall  be  placed  within  the  eye  and  the 
splice  made  with  not  less  than  the  following  number  of 
tucks:  first  strand,  two  tucks;  second  strand,  three  tucks; 
third  strand,  four  tucks ;  remainder  of  strands,  five  tucks. 
The  eye  shall  be  drawn  tightly  around  the  thimble,  the 
strands  drawn  tightly  after  each  tuck  and  the  tucks  smooth 
ly  laid.  After  the  last  tuck  is  made  each  strand  shall  be 
cut  off  not  closer  than  one-fourth  inch  from  the  tuck  and 
beaten  down  flush.  The  splice  may  be  left  bare  or  served 
with  marline. 

Method  of  Making  Return  Loops.  When  the  two 
ends  of  one  continuous  cable  are  both  secured  to  the 
winding  drum,  to  the  car  or  to  the  counterweight  a  return 
loop,  without  cutting  the  cable,  may  be  made  at  the  counter 
weight  or  car.  To  form  such  loop  the  cable  shall  be  passed 
around  a  metal  thimble  closely  fitting  the  cable.  Immedi 
ately  above  the  thimble  a  "Higganum  clamp"  shall  be 
placed  on  the  doubled  cable  and  securely  bolted  to  prevent 
slipping  of  either  leg  of  the  cable  through  the  clamp  should 
the  opposite  leg  be  entirely  released. 

Method  of  Socketing  Cables.  If  a  babbitted  socket  is 
used  the  length  of  the  socket  shall  be  not  less  than  four 
times  the  diameter  of  the  cable.  The  hole  at  the  small  end 
shall  be  as  given  in  Table  VIII. 

The  small  end  of  the  socket  shall  be  free  from  cutting 
edges. 

The  hole  at  the  large  end  of  the  socket  shall  be  not  less 
than  three  times  the  diameter  of  the  cable.  The  socket 
shall  be  drop-forged  steel,  steel  casting  or  formed  in  a 
substantial  block  of  cast  iron.  The  socket  shall  be  of  such 
strength  that  the  cable  will  break  before  the  socket  is 
perceptibly  deformed. 


A  CODE  OF  SAFETY  STANDARDS 


509 


Before  cutting  the  cable  shall  served  with  wire  at  the 
end  of  the  length  to  be  used.  After  cutting  the  cable  shall 
be  served  with  wire  at  a  distance  from  end  of  the  cable 
equal  to  the  length  of  the  socket  plus  2l/2  times  the  diameter 
of  the  cable. 

Note— Large  cables  should  be  served  for  several  inches  lo  prevent 
unwrapping. 

The  socket  shall  be  slipped  over  the  cable,  and  the  serving 
at  the  end  of  the  cable  removed.  The  fiber  core  shall  be  re- 


TABLE     VIII.       RELATION    OF    CABLE    TO     SMALL 

DIAMETER  OF    SOCKET 

Nominal  Diameter  of  Cable  in  Diameter  of  Small  End  of  Cable 

Inches  Socket 

!4  toil  inclusive  -ft  in.  larger  than  cable  diameter 

M  to  l-fi  inclusive  A  in.  larger  than  cable  diameter 

1  Ji  to  1  Yi  inclusive  'A  in.  larger  than  cable  diameter 


moved  to  the  remaining  serving  and  the  wires  separated 
and  thoroughly  cleaned. 

The  wires  shall  be  "turned  in"  toward  the  center  of  the 
cable  for  a  distance  not  less  than  2y2  times  the  diameter  of 
the  cable. 

The  wires  shall  be  sprinkled  with  powdered  rosin  or 
dipped  in  a  suitable  fluxing  solution  and  the  socket  shall 
be  put  in  place. 

The  socket  and  cable  shall  be  wanned  and  poured  full 
of  melted  babbitt  or  spelter  metal.  Care  shall  be  taken  not 
to  heat  the  metal  more  than  necessary  to  make  it  flow. 

k  Whichever  method  is  used  for  fastening  the  cable,  the 
fastening  shall  be  capable  of  sustaining  a  load  of  not  less 
than  80  per  cent  of  the  ultimate  strength  of  the  undisturbed 
portion  of  the  cable. 

Rule  331     Cable  Equalizers 

a  Equalizers  shall  be  provided  at  car  and  counterweight 
ends  of  hoisting  cables  for  traction  elevators  having  only 
two  cables.  Equalizers  shall  be  provided  for  elevators  hav 
ing  winding  drums,  if  the  cables  wind  in  grooves  on  drums 
scored  right  and  left  hand.  It  is  recommended  that  where 
practicable,  equalizers  shall  be  used  if  several  hoisting 
cables  are  attached  to  a  car  or  a  counterweight. 

It  is  recommended  that  for  traction  elevators,  the  equal 
izers  shall  consist  of  compression  springs  located  between 
the  crosshead  and  the  cable  anchorages. 

Rule  332     Signal  Systems 

a  The  hoistway  of  every  power  freight  elevator,  except 
automatic  button-control  elevators,  shall  be  provided  with  a 
signal  system  by  means  of  which  signals  can  be  given  from 
any  landing  whenever  the  elevator  is  desired  at  that  landing. 

b  Automatic  button-control  elevators  shall  be  provided 
with  an  audible  emergency  signal  that  is  operated  from  the 
car. 

Part   IV     Hand   Elevators   and   Hand 

Invalid    Lifts 
Section  40  .  Car  Construction  and  Safeties 

Rule  400     Car  Construction 

a  Hand  invalid  lifts,  hospital  elevators  and  elevators 
operating  outside  the  building — except  sidewalk  elevators — 
shall  have  cars  enclosed  on  the  top  and  sides  not  used  for 
entrance.  The  enclosure  shall  not  deflect  more  than  one- 
fourth  inch  if  subjected  to  a  force  of  75  Ib.  applied  at 
any  point  perpendicular  to  the  car  enclosure.  The  car 
enclosure  shall  be  secured  to  the  car  platform  or  frame  in 


such  a  manner  that  it  cannot  work  loose  or  become  dis 
placed  in  ordinary  service. 

b  Car  frames  shall  be  of  metal  or  sound  seasoned  wood 
designed  with  a  factor  of  safety  of  not  less  than  six  based 
on  the  rated  load  uniformly  distributed.  If  of  wood  the 
frame  members  shall  be  bolted  and  braced  to  give  the  re 
quired  strength. 

c  No  glass  shall  be  used  in  elevator  cars  except  to 
cover  certificates,  etc.  No  piece  of  glass  shall  exceed  one 
square  foot  in  area. 

b  Elevators  operating  in  hoistways  outside  the  build 
ing  which  are  guarded  only  at  the  ground  landing  shall  be 
protected  on  the  exposed  side  or  sides  either  by  inde 
pendently  operated  gates  or  bars  interlocked  with  the  car 
control,  or  by  semi-automatic  gates  or  bars. 

Rule  401     Car  Compartments 

a  No  hand  elevator  car  upon  which  persons  are  per 
mitted  to  ride  shall  have  more  than  one  compartment. 

Rule  402     Cars  Counterbalancing  One  Another 

a  Hand  elevator  cars  shall  not  be  arranged  to  counter 
balance  one  another  if  persons  are  permitted  to  ride  on 
them,  or  to  step  on  them  for  the  purpose  of  loading  or  un 
loading  unless  hoistway  gates  or  doors  are  provided  which 
are  equipped  with  interlocks  or  electric  contacts  and  door- 
locks. 

Rule  403     "Car  Safeties"  and  Speed  Retarders 

a  Hand  elevators  suspended  by  cables,  chains  or  ropes 
and  having  a  travel  of  more  than  15  ft.  shall  be  provided 
with  a  "safety"  attached  to  the  under  side  of  the  car  frame 
capable  of  stopping  and  sustaining  the  car. 

b     The  "car  safety"  shall  be  applied  mechanically. 

c  No  "car  safety"  shall  be  permitted  for  stopping  an 
ascending  car. 

d  A  "speed  retarder"  may  be  used  to  apply  the  brake 
if  the  car  speed  becomes  excessive  in  either  direction. 

Hand  elevators  having  a  travel  of  more  than  30  ft.  shall 
be  equipped  with  a  "speed  retarder"  which  operates  auto 
matically  if  the  car  descends  at  excessive  speed. 

Note — For  hand  brake   see   Rule  420. 

e  The  "speed  retarder"  shall  be  located  where  it  cannot 
be  struck  by  the  car  in  case  of  overtravel. 

Rule  404     Capacity  and  Loading 

a  The  minimum  carrying  capacity  of  hand  invalid  lifts 
and  hospital  elevators  shall  be  35  Ib.  per  sq.  ft.  of  platform 
area  inside  of  the  car  enclosure. 

b  A  metal  plate  shall  be  provided  by  the  elevator  manu 
facturer  which  shall  be  fastened  in  a  conspicuous  place  in 
the  elevator  car  and  shall  bear  the  following  information, 
in  not  less  than  one-fourth  inch  letters  or  figures.  These 
letters  or  figures  shall  be  stamped  in,  etched,  or  raised  on 
the  surface  of  the  plate. 

1  The  capacity  of  the  elevator  in  pounds 

2  The  maximum   number  of  passengers  to  be   carried 

based  on  150  Ib.  per  person 

3  The  suspension  data  required  in  Rule  421b. 

c  A  rated-capacity  test  shall  be  made  of  every  new 
elevator  before  the  elevator  is  placed  in  regular  service. 

Section  41     Counterweights,  Bumpers  and 

Guides 

Rule  410     Counterweights 
a     Counterweights  shall  run  in  guides. 
b     Counterweight  sections  of  hospital  elevators  and  in- 


510 


ELEVATORS 


valid  lifts  whether  or  not  carried  in  frames  shall  be  secured 
by  at  least  two  tie  rods  passing  through  holes  in  the  sec 
tions.  The  tie  rods  shall  have  lock  nuts  at  each  end.  The 
lock  nuts  shall  be  secured  by  cotter  pins. 

j  Rule  411     Car  and  Counterweight  Bumpers 

a  Car  bumpers  of  -the  spring  type  or  their  equivalent 
shall  be  installed  in  the  pit  of  hand  invalid  lifts  and  hospital 
elevators. 

b  Bumpers  shall  stop  the  car  when  descending  with  its 
rated  load. 

c  Bumpers  shall  be  located  symmetrically  with  refer 
ence  to  the  center  of  the  car. 

d  Counterweight  bumpers  similar  to  those  required  for 
cars  shall  be  installed  under  the  counterweights  if  the 
space  below  the  counterweight  runway  is  used  for  any 
purpose. 

Rule  412     Guide  Rails 

a  Guide  rails  for  both  car  and  counterweights  shall  be 
of  steel,  wrought  iron,  or  straight-grained,  seasoned  wood 
free  from  knots,  shakes,  dry  rot  or  other  imperfections. 
Guide  rails,  particularly  where  in  contact  with  the  guide 
shoe  when  the  car  is  at  the  landing,  shall  be  securely 
fastened  with  through  bolts  of  such  strength,  design  and 
spacing  that  the  guide  rails  and  their  fastenings  shall  not 
deflect  more  than  one-fourth  inch  under  normal  operation. 
Guide  rails  shall  withstand  the  application  of  the  "safety" 
when  stopping  a  fully  loaded  car  or  the  counterweight. 
The  guiding  surfaces  of  the  guide  rails  for  elevators  re 
quiring  "safeties"  shall  be  finished  smooth.  The  guide  rails 
shall  be  "bottomed"  on  suitable  supports  and  extended  at 
the  top  to  prevent  guide  shoes  from  running  off  in  case  the 
overtravel  is  exceeded. 

Section  42     Machines  and  Suspension  Members 
Rule  420     Machines  and  Machinery 

a  Hand  elevators  shall  be  equipped  with  a  hand  brake 
that  operates  in  either  direction.  When  the  brake  has  been 
applied  it  shall  remain  locked  in  the  "on"  position  until 
released. 

b  The  factors  of  safety  based  on  the  static  loads  to  be 
ased  in  the  design  of  all  parts  of  hoisting  machines  shall 
be  not  less  than  five  for  wrought  iron  or  wrought  steel  and 
eight  for  cast  iron  or  other  materials. 

c  The  sheaves  or  idlers  of  hand  invalid  lifts  and  hos 
pital  elevators  shall  not  be  suspended  in  stirrups  from  the 
under  side  of  the  supporting  beams.  Cast  iron  shall  not 
be  used  for  stirrups  of  sheaves  or  idlers. 

d  No  hand  elevator  machine  shall  be  equipped  with  any 
means  or  attachment  for  applying  any  other  power  unless 
such  elevator  is  permanently  and  completely  converted  into 
a  power  elevator  complying  with  requirements  of  this  code 
for  power  elevators. 

e  Power  shall  not  be  applied  to  hand  elevators  by  means 
of  rope  grip  attachments  or  clutch  mechanisms. 

Rule  421     Hoisting  Cables,  Ropes  and  Chains 

a  The  capacity  plate  required  in  Rule  404b  shall  bear 
the  following  information: 

SUSPENSION     SPECIFICATIONS 

Rated  Ultimate 
Nominal  Strength 

Material         Number  Size  in  Pounds 


and  material  of  the  suspension  and  the  date  of  its  installa 
tion. 

c  The  factor  of  safety  used  in  determining  the  size  of 
the  suspension  member  shall  be  five  based  on  the  weight  of 
the  car  and  its  rated  load. 

d  Suspension  members  shall  be  so  adjusted  that  either 
the  car  shall  rest  upon  its  bumpers  or  the  counterweight 
upon  the  floor  of  the  pit  before  the  counterweight  or  the 
car  strikes  any  part  of  the  over  hoistway  construction. 

e  Suspension  members  secured  to  a  winding  drum  shall 
have  not  less  than  one  complete  turn  of  the  suspension 
member  around  the  winding  drum  when  the  car  or  counter 
weight  has  reached  the  extreme  limit  of  its  travel. 

Part  V     Dumbwaiters 

Limits  of  Application  of  This  Code 

The  requirements  for  dumbwaiter  hoistways  are  given 
in  Part  I  of  this  Code.  Hand  dumbwaiters  are  required 
to  conform  only  to  Rules  500,  SOI,  502  and  503.  Power 
dumbwaiters  shall  comply  with  all  the  requirements  of 
Part  V  of  this  Code. 

Section  50     Dumbwaiter  Construction 
Rule  500     Car  Construction 

a  Dumbwaiter  cars  shall  be  of  such  strength  and  stiff 
ness  that  they  will  not  deform  appreciably  if  the  load  falls 
or  leans  against  the  sides  of  the  car. 

b  Cars  shall  be  made  of  wood  or  metal  and  of  "solid" 
construction. 

Cars  for  power  dumbwaiters  shall  be  reinforced  with 
metal  from  the  bottom  of  the  car  to  the  point  of  suspen 
sion. 

Metal  cars  shall  be  of  metal  sections  rigidly  riveted  or 
welded  together. 

Cars  may  be  provided  with  hinged  or  removable  shelves. 

c  Dumbwaiter  cars,  machines,  and  hoisting  ropes  or 
cables  shall  sustain  the  loads  given  in  the  table  following  :— 
The  motive  power  need  not  be  sufficient  to  raise  the  struc 
tural  capacity  load. 


Horizontal  Dimensions  in  Inches 
24  X  24 
24  X  30 
30  X  30 
36  X  36 


Structural  Capacity  in  Pounds 
100 
ISO 
300 
500 


Suspension 

Merrber 
Hoisting 
Counterweight   .........          ........ 

b     In  addition  a  metal  tag  shall  be  attached  to  the  sus 
pension  fastenings  stating  the  size,  rated  ultimate  strength 


Rule  501     Dumbwaiter  Machines 

a     Dumbwaiter   machines   shall   be   securely   fastened   to 
their  supports.     The  factors  of  safety — based  upon  the  ulti 
mate  strength  of  the  material  and  the  static  load,  i.e.,  the 
loading  specified  in  Rule  SOOc,  plus  the  weight  of  the  car, 
cables,   counterweights,  etc.,   used   in   the  design   of  dumb 
waiter  machines — shall  be  not  less  than 
6     for  steel,  and 
9     for   cast   iron  or   other   materials. 

b  Sheaves  or  idlers  shall  not  be  suspended  in  cast-iron 
stirrups  from  the  under  side  of  the  supporting  beam. 

Rule  502     Guide  Rails 

a  Guide  rails  shall  be  rigidly  secured  to  the  hoistway 
and  the  joints  either  tongued  and  grooved,  doweled  or  fitted 
with  splice  plates. 

b  One  set  of  guides  may  be  used  for  both  the  car  and 
the  counterweights. 

c  Hand  dumbwaiters  having  a  capacity  of  not  more  than 
20  Ib.  and  their  counterweights  shall  have  guides  of  wood, 


A  CODE  OF   SAFETY   STANDARDS 


511 


metal,    metal    and    wood    bolted   together,    metal    tubes    or 
spring  steel  wires  maintained  in  tension  by  turnbuckles. 

d  Dumbwaiters  having  a  capacity  of  more  than  20  Ib. 
and  a  speed  not  in  excess  of  100  ft.  per  min.  shall  have 
guide  rails  of  metal,  wood,  or  metal  and  wood  bolted 
together. 

e  Power  dumbwaiters  having  a  speed  more  than  100 
ft.  per  min.  shall  have  steel  guide  rails  weighing  not  less 
than  6  Ib.  per  ft. 

Rule  503     Counterweights 

a  Counterweights  of  dumbwaiters  having  a  capacity  ex 
ceeding  100  Ib.  or  having  a  speed  exceeding  100  ft.  per  min. 
shall  have  their  counterweight  sections  secured  by  at  least 
two  tie  rods  passing  through  holes  in  all  sections,  unless 
suitable  counterweight  frames  or  boxes  are  provided.  The 
tie  rods  shall  have  lock  nuts  at  each  end.  The  lock  nuts 
shall  be  secured  by  cotter  pins. 

Rule  504     Hoisting  Cables 

a  Power  dumbwaiters  shall  be  provided  with  one  or 
more  iron  or  steel  hoisting  cables.  Where  cables  are  ex- 


Factor  of  Safety. 

.ti  in  ^  —  1  CD  « 

^^*» 

„  — 

.  —  - 

,*—  -^ 

.  

r^- 

^"- 

X- 

u-^ 

,--' 

0  100  200  300  400  500 

Cable  Speed,  Ft.  per  Minute. 

Curve    3 --Factors    of    Safety    for    Hoisting    Cables    for 
Dumbwaiters 

posed  to  corrosion,  they  may  be  covered  with  marline  or 
other  equivalent  protective  covering. 

b  The  minimum  factor  of  safety  of  car  or  counterweight 
cable  shall  be  not  less  than  the  values  given  in  Curve  4, 
corresponding  to  the  rated  speed  of  the  car. 

c  The  diameter  of  the  cables  shall  be  determined  by 
using  the  factor  of  safety  found  in  Rule  S04b  and  the  rated 
ultimate  strength  of  the  cable.  The  computed  load  on  the 
cable  shall  be  the  weight  of  the  car  plus  its  rated  load. 

d  No  car  or  counterweight  hoisting  cable  of  power 
dumbwaiters  shall  be  lengthened  or  repaired  by  splicing. 

e  The  drum  end  of  the  car  and  counterweight  cables 
shall  be  secured  by  clamps  inside  the  drums. 

f  All  cables  secured  to  a  winding  drum  shall  have  not 
less -than  one  complete  turn  of  cable  around  the  winding 
drum  when  the  car  or  counterweight  has  reached  the  ex 
treme  limit  of  its  travel. 

I 

Section   51     Power   Dumbwaiter,   Speed  Control 
and  Safeties 

Rule  510     Speed  and  Control 

a  No  belt  dumbwaiter  shall  have  a  speed  greater  than 
50  ft.  per  min. 

b  No  power  dumbwaiter  controlled  by  a  direct  hand- 
operated  shipper  rope  shall  have  a  speed  greater  than  SO  ft. 
per  min. 


c  The  speed  of  power  dumbwaiters  other  than  those 
mentioned  in  Rules  510a  and  510b  shall  not  exceed: 

1  One  hundred   feet  per  minute  if  the  travel   is  less 
than  30  ft. 

2  One  hundred  and  fifty  feet  per  minute  if  the  travel 
is  30  ft.  or  more  and  less  than  50  ft. 

3  Two  hundred  and  fifty  feet  per  minute  if  the  travel 
is  50  ft.  or  more  and  less  than  100  ft. 

4  Four  hundred  feet  per  minute  if  the  travel  is   100 
ft.  or  more. 

5  Five  hundred  feet  per  minute  if  the  travel  is  in  ex 
cess  of  100  ft.  without  intermediate  landing,  and  the 
dumbwaiter  is  button-controlled  and  provided  with  a 
"slow-down"  device. 

d  Guards  which  will  keep  the  ropes  on  the  sheaves  shall 
be  installed  unless  means  are  used  to  maintain  the  hand 
ropes  in  proper  tension. 

Rule  511     Terminal  Stops 

a  Power  dumbwaiters  shall  be  equipped  with  brakes 
which  are  automatically  applied  when  the  power  is  cut  off. 

b  Power  dumbwaiters  shall  be  provided  at  each  terminal 
with  independent  means  of  manual  operation  to  automatical 
ly  stop  the  car  within  the  limits  of  ovcrtravcl. 

c  Power  dumbwaiters  having  a  travel  of  more  than  30 
ft.  and  a  capacity  of  more  than  100  Ib.  and  operated  by 
winding  drum  machines  shall  be  provided  with  a  "slack 
cable"  device  which  will  cut  off  the  power  and  stop  the  car 
if  the  car  is  obstructed  in  its  descent. 

Rule  512     Car  Safety  Tests 

a  Where  "safeties"  are  required  by  Rule  109,  these 
"safeties"  shall  be  tested  at  the  rated  load  and  speed  of  the 
dumbwaiter. 

Part  VII     Operating  Rules 

Section  70     Rules  for  Inspection  and  Maintenance 
Rule  700     Responsibility 

a  It  shall  be  the  duty  of  the  owner  of  the  property  upon 
which  an  elevator  is  or  may  be  installed  to  specify  in  any 
lease  which  he  may  execute,  the  party  responsible  for  the 
care  and  maintenance  of  the  elevator. 

b  It  shall  then  become  the  duty  of  the  designated  party 
to  make  periodic  inspections  and  maintain  in  proper  work 
ing  order  all  parts  of  any  elevator  installations. 

Rule  701     Inspection 

a  The  following  is  the  schedule  of  inspections  recom 
mended  : 

Hoistway  door  and  car  gate  interlocks,  contacts,  control 
apparatus,  car  and  counterweight  cables,  "safeties,"  guide 
rails  and  elevator  machines  shall  in  passenger-elevator  in 
stallations  be  inspected  quarterly  and  in  freight-elevator  in 
stallations  shall  be  inspected  semi-annually. 

Plunger  shoes,  by-passes  and  piston  rods  of  hydraulic 
elevators  shall  be  inspected  at  least  once  in  three  years. 

Inspection  shall  be  made  by  a  competent  person.  A  cer 
tificate  of  inspection  shall  be  posted  in  the  car  stating  the 
name  of  the  inspector  and  the  date  of  inspection. 

Rule  702     Maintenance 
a     Cables,  guides  and  all  parts  of  machinery  shall  be  kept 


512 


ELEVATORS 


well  lubricated.  The  oil  in  bearings  and  gear  casings  shall 
be  renewed  every  six  months. 

The  use  of  a  lubricant  containing  graphite  or  other  opaque 
substance  shall  not  be  permitted  on  elevator  cables. 

b  Pressure  and  discharge  tanks  of  hydraulic  elevators 
shall  be  thoroughly  cleaned  at  least  once  every  three  years. 

c  Pressure  tanks  of  hydraulic  elevators  shall  be  tested 
with  hydrostatic  pressure  50  per  cent  in  excess  of  the  maxi 
mum  working  pressure  at  least  once  every  three  years. 

Rule  703     Care  of  Installation 

a  Elevator  hoistways  and  pits  shall  be  kept  clean.  No 
rubbish  shall  be  allowed  to  accumulate  therein  nor  shall 
any  part  be  used  for  storage. 

b  No  explosives  or  highly  inflammable  substance  shall 
be  stored  under  or  near  any  elevator  hoistway. 

c  No  material  not  a  permanent  part  of  the  elevator 
equipment  shall  be  permitted  on  the  top  or  cover  of  an 
elevator  car. 

d  No  wire  or  current-carrying  device  shall  be  substi 
tuted  for  the  proper  fuse  or  circuit  breakers  in  an  elevator 
circuit. 

e  Freight  elevators  shall  have  signs  posted  on  the  car 
and  at  each  landing  prohibiting  unauthorized  persons  from 
riding  on  the  elevator  car. 

f  No  hand  elevator  shall  be  used  for  carrying  safes  or 
other  concentrated  loads  of  weight  greater  than  the  normal 
rated  capacity  of  the  elevator. 

g  The  water  level  in  the  tank  of  a  hydraulic  elevator 
should  usually  be  maintained  at  about  two-thirds  of  the 
capacity  of  the  tank. 

h  Operators  shall  be  so  clothed  as  to  offer  no  undue 
hazard  to  themselves  or  the  occupants  of  the  car. 

Section   71     Qualifications  and   Duties   of 

Operators 
Rule  710     Qualifications  of  Operators 

a     Operators  shall  be  not  less  than  18  years  of  age. 

b  Operators  shall  be  free  from  serious  physical  or  men 
tal  defects  and  shall  be  selected  with  consideration  for  their 
ability  to  perform  their  duties  in  a  careful  and  competent 
manner. 

Rule  711     Training  of  Operators 

a  One  week's  training  under  the  direction  of  a  com 
petent  operator  shall  be  required  before  a  new  (inex 
perienced)  operator  is  placed  in  charge  of  a  passenger  ele 
vator. 

b  Two  days'  training  under  the  direction  of  a  com 
petent  operator  shall  be  required  before  a  new  (inex 
perienced)  operator  is  placed  in  charge  of  a  freight  ele 
vator. 

c  Operators  not  having  previous  experience  in  handling 
passenger  elevators  shall  not  be  placed  in  charge  of  cars 
operating  at  a  speed  in  excess  of  600  ft.  per  min.  until  prop 
erly  trained  for  this  service. 

Note — Where  licensed  operators  are  required  the  elevator  may,  in 
case  of  emergency,  be  operated  by  a  competent  unlicensed  person. 

Rule  712     Instructions  to  Operators 

a  Always  open  the  main  switch  of  an  electric  elevator 
or  lock  the  control  mechanism  of  a  hydraulic,  steam  or 
belted  elevator  before  cleaning  or  oiling  any  part  of  your 
machine  or  regulator  and  before  leaving  your  work. 


b  Be  sure  the  control  mechanism  is  in  the  "stop"  posi 
tion  before  closing  the  main  switch. 

c  Make  a  trial  inspection  trip  each  morning  before 
carrying  any  passengers. 

d     Report  any  defects  promptly  to  the  person  in  charge. 

e  Do  not  attempt  to  make  any  repairs  unless  instructed 
to  do  so. 

f  Carry  no  passengers  or  freight  while  inspections,  re 
pairs  or  adjustments  are  in  progress  and  operate  the  car 
only  in  response  to  directions  from  the  inspector  or  per 
son  in  charge.  Do  not  move  the  car  when  anyone  is  in 
the  pit  or  on  top  of  the  car  except  as  they  may  direct. 

g  See  that  the  "locking  bars"  and  "safe-hoisting"  at 
tachments  are  in  place  before  a  safe  or  other  heavy  con 
centrated  load  is  moved  on  or  off  the  car  platform. 

Do  not  attempt  to  raise  the  car  more  than  a  few  inches 
until  the  "locking  bars"  have  been  withdrawn. 

h  Do  not  ride  in  the  elevator  nor  allow  others  to  ride 
while  a  safe  or  other  heavy  object  in  excess  of  the  rated 
capacity  of  the  elevator  is  being  carried. 

i  Hoistway  doors  or  gates  shall  always  be  closed  and 
locked  before  the  car  is  started.  The  car  shall  be  brought 
to  a  stop  at  the  landing  level  before  the  hoistway  door  is 
opened. 

j  Keep  car  gates,  if  any,  closed  while  running,  and 
where  no  car  gates  are  provided  keep  passengers  away  from 
the  open  edge  of  the  car  platform. 

k  Limit  the  number  of  passengers  to  the  capacity  of  the 
car  and  do  not  permit  crowding. 

1  Do  not  reverse  the  control  while  passing  a  landing  on 
receipt  of  a  stop  signal.  Continue  the  trip  and  respond  to 
the  signal  on  the  next  trip. 

m  Move  control  mechanism  to  the  "stop"  position  on 
approaching  the  terminal  landings.  Do  not  depend  on  the 
limit  switches  in  the  ordinary  operation  of  the  car. 

n  If  the  power  goes  "off"  while  the  car  is  in  motion, 
move  the  control  mechanism  to  the  "stop"  position  and 
wait  for  the  return  of  the  power. 

o  If  the  car  refuses  to  stop  do  not  attempt  to  jump  off. 
The  car  will  be  stopped  by  the  application  of  the  safeties 
if  it  attains  excessive  speed  of  descent  or  by  the  hoistway 
limit  switches  at  either  end  of  its  travel. 

p  If  the  car  should  stop  suddenly,  and  the  machine  drum 
or  sheaves  are  plainly  visible,  move  the  control  in  the 
"up"  direction  just  enough  to  start  the  machine  slowly. 
Watch  the  cable  closely  and  see  that  it  winds  in  its  proper 
grooves. 

If  the  machine  grooves  or  sheaves  are  not  visible,  call 
for  the  engineer  in  charge  and  operate  the  machine  at  his 
direction. 

q  If  the  car  will  not  start  return  the  control  to  the 
"stop"  position  and  look  for  the  following  causes : 

1  Open  circuit  in  main  fuses. 

2  Open   circuit  in   control-circuit   fuses. 

3  Controlling  device  not  properly  functioning. 

4  Automatic  switch  contacts,  slack-cable  switch, 

limit    switches,    door    contacts,    etc.,    being 
open. 

5  Lack  of  lubrication  in  bearings  or  thrusts. 

If  this  inspection  shows  no  defects,  remove  part  of  the 
load, 
r    Loclc  the  control   mechanism  of  hydraulic,   steam  or 


A  CODE  OF  SAFETY   STANDARDS 


513 


belted  machine  in  the  "stop"  position  and  open  the  auxiliary 
control  switch  of  an  electric  elevator  before  allowing  any 
freight  to  be  loaded  or  unloaded. 

s  Be  sure  to  familiarize  yourself  with  the  emergency 
devices,  understand  their  function  and  know  how  to 
operate  them. 

t  Never  leave  the  car  in  the  ordinary  course  of  opera 
tion  nor  leave  the  control  mechanism  unprotected.  When 


going  off  duty  for  any  reason  even  for  a  few  minutes  be 
sure  that  the  power  is  disconnected  or  that  the  control 
mechanism  is  locked  and  the  hoistway  doors  closed. 
When  service  is  suspended  for  any  reason  during  the 
ordinary  operating  hours  display  a  "NOT  RUNNING" 
sign  at  each  landing. 

u     Be  sure  you  are  familiar  with  these  rules  and  keep 
a  copy  on  your  person  or  in  the  car  at  all  times. 


A  Code  of  Safety  Standards  for  Power -Transmission  Machinery* 

Rules  and  Requirements  for  the  Protection  of  Industrial   Workers  from   Hazards   Commonly  Pre 
sented  by   Mechanical  Equipment  Used  for  Transmitting    and    Distributing    Power    from 
the  Prime  Movers  to  the  Various  Power-Utilizing   Machines,   Tools   and   Devices 

Note— The  use  of  properly  designed,  constructed  and  installed  individual  motor-driven  equipment  with  electrical  power  distribution 
not.  only  eliminates  many  of  the  hazards  demanding  this  Code,  but  also  gives  an  uninterrupted  distribution  of  natural  and  artificial 
light,  and  a  greater  flexibility  and  range  of  speeds  than  is  possible  with  mechanical  power-distributing  systems. 


The  following  specifications  describe  standard  guards 
for  all  power-transmission  equipment  hereinafter  men 
tioned,  and  apply  to  all  main  shafting,  jack  shafting,  drive 
shafting  and  countershafting,  and  their  belts  and  other 
attachments  up  to  but  not  including  belts  actually  driving 
machines.f 

2     Class    A    Guards.     If    the    clearance    between    the 


(3) 


Figs.  1   to   3-  -Guards  for  Gears  and   Sprockets 

guard  and  the  guarded  part  is  less  than  5  in.,  a  metal 
guarding  material  that  will  not  admit  objects  larger 
than  one-half  inch  in  diameter,  strong  enough  to  with 
stand  loads  to  which  it  may  be  subjected,  durable 


"Compiled  and  presented  bv  Carl  M.  Hansen  and  Rufus  W.  Hicks 
under  the  direction  and  with  the  approval  of  the  Committee  on 
Health  and  Safety,  Natitnal  Association  of  Manufacturers.  Sub 
mitted  by  the  Sub-Committee  on  Protection  of  Industrial  Workers 
for  the  consideration  of  the  American  Society  of  Mechanical 
Engineers. 

tBelts  actually  driving  machines  will  be  considered  "machine 
belts."  and  therefore  a  subject  for  machine  codes. 


enough  to  withstand  ordinary  wear  and  tear,  substan 
tially  fabricated  and  erected,  and  free  from  sharp  points 
and  edges. 

3  Class    B    Guards.     If    the    clearance    between    the 
guard  and  the  guarded  part  is  5  in.  or  more,  a  metal 
guarding   material    that   will   not   admit   objects    larger 
than  2  in.  in  diameter,  strong  enough  to  withstand  loads 
to  which  it  may  be  subjected,  durable  enough  to  with 
stand   ordinary  wear  and   tear,   substantially  fabricated 
and  erected,  and  free  from  sharp  points  and  edges. 

4  Handrails.      If   the    clearance   between    the   guard 
and  the  guarded  part  is  15  in.  or  more  (measured  hori 
zontally   from   extreme   parts   within   6   ft.    of   floor),   a 
handrail  42  in.  in  height  with  at  least  one  intermediate 
rail,  supported  at  least  every  8  ft.,  of  substantial  and  rigid 
construction  and  erection,  with  no  sharp  points  or  edges. 

5  If  constructed  of  pipe,  the  rails  and  posts  shall  be 
at   least   equal    in    strength    to    IJ/J-in.    standard-weight 
pipe. 

6  If   constructed   of  structural   metal,   the  rails   and 
posts  shall  be  at  least  equal  in  strength  to  two  by  two 
by  one-fourth  (2  x  2  x  J4)   in.  angles. 

7  If  constructed  of  wood,  the  top  rail  shall  be  2  in. 
by  4  in.,  the  center  rail  not  less  than  1  in.  by  4  in.,  and 
the   posts    4   in.    by   4   in.,    all    straight-grained   lumber 
dressed   on   four   sides,   or  other  construction   of   equal 
strength. 

8  Toe    Boards.      When    power-transmission    equip 
ment  extends  through  floors  or  into  pits,  Class  A  and  B 
guards  shall  extend  to  the  floors  or  toe  boards  6  in.  in 
height   shall   be   provided   around   the   floor   opening   in 
addition  to  standard  handrails.     (See  Figs.  6,  7,  11,  14, 
30,  31,  34,  48.) 

9  Sanitary  Bases.     Class  A  and  B  guards,  for  power- 
transmission   equipment   not   extending   through   floors, 
shall  enclose  all  exposed  sides  to  2  in.  below  the  bot 
tom  of  the  lowest  moving  part  when  the  clearance  be 
tween  that  part  and  the  floor  is  less  than  8  in.;  or  when 
the  clearance  between  the  lowest  moving  part  and  the 
floor  is  8  in.  or  more,  the  guards  shall  be  closed  on  the 
bottom,  or  extended  on  all  exposed  sides  down  to  6  in. 
above  the  floor.     (See  Figs.  IS,  26,  36-40,  42,  43,  49-54.) 

10  Gears  and  Sprockets.     All  power-driven  gears  and 
sprockets    shall    be    completely    enclosed    on    exposed 
sides  with  standard  guards  as  specified  in  Class  A  or  B, 


514 


ELEVATORS 


except  in  cases  where  the  design  and  operation  of  the 
parts  to  be  guarded  make  a  complete  enclosure  clearly 
impractical:  in  which  case  the  face  of  the  gears  or 
sprockets  shall  be  covered  with  a  band  guard  surround 
ing  all  exposed  teeth,  with  flanges  on  both  sides  ex 
tending  inward  beyond  the  roots  of  the  teeth,  and  there 
shall  be  a  continuous  smooth  web  cast  or  fitted  between 
the  hubs  and  rims  of  the  gears  or  sprockets.  (See 
Figs.  1,  2,  3.) 

11  Vertical  and  Inclined  Belts,  Ropes,  Chains.  All 
vertical  and  inclined  belts,  ropes  and  chains  used  for 
transmitting  or  distributing  power  (except  belts  trav- 


Sanitary  Bases.  Floor 

(18)  •"        (19)  (to)  (21) 


(17)  (23)  VERTICAL      5ELTS  /7<w' 

Figs.  4  to  27— Guards  for  Vertical  Belts 

eling  less  than  120  feet  per  minute,  or  transmitting  so 
little  power  that  accidental  contact  therewith  could 
cause  no  accident)  shall  be  provided  with  standard 
guards  as  specified  in  Class  A  or  B,  6  ft.  high  on  ex 
posed  sides,  or  on  exposed  side  and  top,  or  with  a 
standard  handrail  on  exposed  sides.  (See  Figs.  4  to  46, 
inclusive.) 

12  Horizontal  Belts,  Ropes,  Chains.     All  horizontal 
belts,  ropes  and  chains  used  for  transmitting  or  distrib 
uting   power    (except   belts    traveling   less   than    120   ft. 
per  min.,  or  transmitting  so  little  power  that  accidental 
contact    therewith    could    cause    no    accident)    shall    be 
guarded  as  follows: 

13  Low  Belts.     If  the  upper  part  of  the  belt  is  lower 
than  6  ft.  above  the  floor  or  working  platform,  it  shall 
be  provided  with  standard  guards  specified  in  Class  A 
or  B,  6  ft.  high  on  exposed  sides,  or  on  exposed  sides 
and   top,   or   with   a   standard   handrail    on   exposed    sides 
(See  Figs.  47-50.) 


14  Medium  Belts.     If  the  upper  part  of   the  belt  is 
higher  than  6  ft.  above  the   floor  or  working  platform 
and  the  lower  part  of  the  belt  is  lower  than  6  ft.  above 
the  floor  or  working  platform,  it  shall  be  provided  with 
standard  guards  as,  specified  in  Class  A  or  B,  6  ft.  high 
on   exposed   sides,   or  with   a   standard   handrail  on   ex 
posed  sides.     (See  Figs.  51-58.) 

15  High  Belts.     If    the    lower    part    of    the    belt    is 
higher   than  6  ft.  above  the  floor  or  working  platform 
and   lower  than   7  ft.   above   the   floor,   it   shall   be   pro 
vided  with  standard  guards  as  specified  in   Class  A   or 
B,  on  exposed  sides  and  bottom,  or  with  standard  hand 
rail  on  exposed  sides.     (See  Figs.  59,  60.) 

16.  Belts  Over  Driveways.  Where  a  horizontal  belt 
is  located  over  a  driveway  or  passageway  the  highest 
floor  of  any  wagon  or  truck  passing  beneath  the  belt  shall 
be  considered  a  working  platform. 

17  Belt    Fasteners.      All    belts     not    provided    with 
guards  as  specified  in  Class  A  or  B  and  within  7  ft.  of 
the  floor  or  working  platform  shall  be  free  from  metal 
la'cings  and  metal  fasteners. 

18  Belt  Shifters.     Belt  shifters  shall  be  provided  for 


(31)  (J6)  (33)          (40)  (41) 


(4Z)  <«)  (45) 

Figs.  28   to   46— Guards  for   Inclined   Belts 

all  tight-  and  loose-pulley  belts,  and  shall  be  so  de 
signed  and  constructed  that  ordinary  vibrations  or  acci 
dental  contact  will  not  alter  the  set  position,  and  shall 
have  a  controlling  handle  conveniently  located.  (See 
Figs.  61-63.) 

19  Pulleys.  Pulleys  belted  from  above  or  from  the 
side  in  such  a  way  as  to  allow  passage  beneath  the 
pulley,  and  within  7  ft.  of  the  floor  or  working  platform 
and  not  completely  enclosed  by  standard  belt  guards  or 
handrails,  shall  be  guarded  to  the  top  of  the  pulley  or 


A  CODE  OF   SAFETY   STANDARDS 


515 


to  a  height  of  7  ft.  ahove  the  floor  or  working  platform 
on  exposed  sides  and  beneath  by  guards  as  specified 
in  Class  A  or  B,  or  be  enclosed  on  exposed  sides  by 
standard  handrails.  (See  Figs.  64-67). 

20     Bearing    Clearance.     The    clearance    on    shafting 
between   pulleys  and   bearings   or  between   pulleys   and 


HORIZONTAL         BELTD 

Figs.  47  to  60— Guards  for  Horizontal  Belts 

fixed  objects  shall  be  not  less  than  36  in.  and  wider 
than  the  belt,  or  the  pulleys  shall  be  guarded  on  the 
near  side  with  stationary  guards  as  specified  in  Class 
A  or  B,  and  all  revolving  objects  in  the  clearance  shall 
be  smooth,  cylindrical  and  concentric  with  shafting. 
No  guards  shall  be  required  when  a  runway  is  installed. 
(See  Figs.  68-73.) 

21  Belt   Clearance.     The   clearance    on    shafting   be 
tween   pulleys  and  pulleys,  collars,  couplings   or   other 
revolving  attachments   shall   be   wider   than   the  widest 
belt  used,  or  the  pulleys  shall  have  flanges  or  guards  to 
prevent  the  belt  from  dropping  into  the  clearance.    (See 
Figs.  68-73.) 

22  Abandoned  Pulleys.     Pulleys  without  belts  shall 
be  guarded  as  though  belted,  or  removed  from  revolv 
ing  shafts. 

23  Clutches.     Friction    clutches,    jaw    clutches    and 
compression  clutches  within  7  ft.  of  the  floor  or  work 
ing  platform   or  within   36  in.   of  a  bearing   shall   have 
their  operating  mechanism  completely  enclosed  in  sta 
tionary   guards   as     specified    in     Class   A    or    B,   or   in 
smooth,  concentric  revolving  guards  of  solid  construc 
tion  with  no  projecting  parts  or  attachments. 

24  Couplings.     All  couplings  within  7  ft.  of  the  floor 
or   working   platform  or   within  36   in.   of  a   hearing   shall 
be  guarded  as  follows: 

25  Rigid  Couplings.     Sleeve  couplings,  flange  coup- 


.ings  and  clamp  couplings  shall  be  cylindrical  and 
concentric  with  the  shafting  and  with  no  parts  or 
attachments  projecting  beyond  the  largest  periphery 
of  the  coupling  or  its  projecting  flanges.  (See  Figs. 
74.  75.) 

26  Flexible  Couplings.     Flexible  and  universal  coup 
lings     shall     be     completely     enclosed     in     standard     sta 
tionary    guards    as    specified    in    Class    A    or    B,    or    in 
smooth   concentric   revolving  guards  of  solid  construc 
tion. 

27  Clamp    Couplings   which    arc   of    irregular    shape 
:>r  unknown  strength  are  prohibited  on   revolving  shafting. 

28  Collars.       Assembled     collars     shall     be     smooth 
cylindrical    and    concentric    with    shafting,    with    no    pro 
jecting  parts  or  attachments.     (See  Figs.  76,  77.) 

29  Set    Screws.     All    set    screws    in    revolving   parts 
not   enclosed  by   standard   guards  as   specified  in   Class 
A   or    B   shall   be   flush   with   or  countersunk   below   the 


Kit:*.  61   to  82 — Guards  for   Miscellaneous  Equipment 

periphery   of   the   part   retaining   the   set   screws.      (See 
Figs.  76,"  77.) 

30  Keys.     All   keys   or   keyways  in   revolving   shaft 
ing   not    enclosed    by    standard    guards   as    specified    in 
Class   A    or   B    shall   be   made   flush   with   the   end   and 
periphery   of   the   shaft   or   enclosed   by   smooth,   cylin 
drical  concentric  guards. 

31  Vertical     Shafting.      Vertical     shafting     with     or 
without   collars,   couplings,    clutches,    pulleys,   or   other 
attachments   shall   be   enclosed   on   exposed   sides   with 
standard  guards  as  specified  in  Class  A  or  B  to  a  height 
of  6  ft.  above  the  floor  or  working  platform,  or  with  a 
standard  handrail.     (See  Figs.  78,  79.) 


516 


ELEVATORS 


32.  Horizontal  Shafting.  Horizontal  shafting  with 
or  without  collars,  couplings,  clutches,  pulleys,  or  other 
attachments,  including  dead  ends,  within  7  ft.  of  the 
floor  or  working  platform,  shall  be  enclosed  on  all  ex 
posed  sides  with  standard  guards  as  specified  in  Class 
A  or  B  or  with  standard  handrail,  or  with  freely  re 
volving  tubing.  (See  Figs.  80-82.) 

33  Shafting    Over    Driveways.      Where     horizontal 
shafting  is  located  over  driveways  or  passageways,  the 
highest  floor  of  a  wagon  or  truck  passing  beneath  the 
shafting  shall   be   considered   a   working  platform. 

34  Emergency  Stop  Stations.     A  station  or  stations 
shall  be  provided  in  each  room,  section,  or  department 
to  stop  quickly  all  power-transmission  equipment  there 
in.     Such  station  or  stations  shall  be  properly  marked 
and  easily  accessible  and  provided  with  means  for  lock 
ing  in  "stop"  position. 

35  Bearings.     Where  possible,  bearings   shall  be   of 
a  self-oiling  type  with  reservoir  capacities  for  at  least 
24  hours'  running  or  shall  have  other  methods  of  oil 
ing  which  do  not  bring  the  oiler  in  the  danger  zone, 
and  shall  have  necessary  drip  cups  and  pans  securely 
fastened  in  position. 

36  Lubrication.     Oiling  which  brings  the  oiler  in  a 
danger    zone    shall    be    done    only   by    an    authorized    per 
son,  and  while  the  machinery  is  not  in  motion. 

37  Oiler's  Clothes.     The  oiler  must  not  wear  loose 
or  flowing  clothing. 


38  Oiler's  Lock.     The  oiler  shall  be  provided  with  a 
lock  and  key  or  with  a  key  to  the  locks  at  the  emer 
gency  stop  stations,  and  with  a  warning  sign  to  display 
at  the  stations  when  at  work  on  machinery  controlled 
by  that  station.     He  shall  be  required  to  lock  the  sta 
tion  in  a  "stop"   position   and   display  the   sign  before 
going  to  work,  and  unlock  and  remove  the  sign  when 
the  work  is  completed  and  all  men  have  left  dangerous 
places. 

39  Starting  Signals.     Ample  notice  should  be  given 
by  means  of  an  effective  alarm  or  signal  in  all  depart 
ments  before  power-transmission  equipment  is  started. 
An   effective   signal   system   should   be   required   in   all 
plants   where   machinery   is   in   group   drive,   and   fixed 
rules  should  be  established  for  the  use  of  these  signals. 

40  Inspection.      All    power-transmission    equipment 
should  be  carefully  inspected  at  frequent  and  regular 
intervals  by  foremen  or  authorized  inspectors,  and  de 
fective   equipment   should   be   reported   for   repair   and 
records  kept  of  inspections. 

41  Repairs   and   Adjustments.     Repairs   and   adjust 
ments     to     power-transmission     equipment     or     guards 
therefor  shall  be  made  only  when  the  power  is  cut  off 
from  that  equipment,  and  guards  shall  be   replaced  in 
protective  position  before  the  power  is  cut  on. 

42  Removing   Guards.     Guards   installed   in   accord 
ance  with  this  Code  shall  not  be  removed  or  rendered 
ineffective  except  for  repairs  spoken  of  in  Par.  41. 


TRACKLESS  TRANSPORTATION 


Hand    Trucks,    Storage    Battery    and    Gasoline    Engine 

Trucks,  Storage  Battery  and  Gasoline 

Engine  Tractors,  Trailers, 

Accessories 


Motor  Trucks,  Truck-Tractors, 
Tractors   and   Trailers 


A  Treatise  Covering  the  Construction  and  Application  of 

the  Trackless  Devices  Used  in  the 

Handling  of  Materials 


By 

FLOYD  T.  SMITH 

Power  and  Mining  Department,  General  Electric  Co.,  Schenectady,  N.  Y. 

Member,  American  Society  of  Mechanical  Engineers;  Member,  Society  of  Terminal 

Engineers ;  Associate  Member,  American  Institute  of  Electrical  Engineers 


Assisted  by 

STEPHEN  G.  THOMPSON 

Chief  Transportation  Engineer,  The  White  Co.,  Cleveland,  O. 
Member,  American  Society  of  Mechanical  Engineers; 
Member,  Society  of  Automotive  Engineers 


• 


Industrial  Trucks,  Tractors  and  Trailers 


INDUSTRIAL  TRANSPORTATION  HKVicKS,  as  considered  here, 
may  he  said  to  embrace  three  distinct  classes  of  ap 
paratus:  (1)  the  simple  forms  of  hand  trucks,  carts  and 
wheelbarrows;  (2)  the  various  modifications  of  power 
driven  trucks  as  distinguished  from  tractors,  and  (3) 
tractors  and  trailers.  Hoth  power  driven  trucks  and 
tractors  are  manufactured  in  two  general  types,  i.  e.,  stor 
age  battery  and  gasoline  engine  propelled.  Before  deciding 
upon  the  proper  types  of  trucks,  tractors  or  trailers  ap 
plicable  for  any  particular  interplant  transportation  system ; 
whether  the  problem  should  be  solved  by  hand  trucks,  by 
power  driven  trucks,  by  tractors  and  trailers ;  whether 
storage  battery  or  gasoline  engine  propelled  machines 
are  most  suitable ;  or  whether  a  combination  of  the  various 
systems  is  required,  a  general  survey  of  existing  condi 
tions  should  be  made. 

Inside  the  plant  \t  is  important  to  know,  for  instance,  the 
construction  of  the  floors ; 
whether  they  arc  of  suffi 
cient  carrying  capacity  to 
support  the  weight  of  a 
loaded  machine,  the  grades, 
length  of  hauls,  working 
time,  class  and  volume  of 
material  to  be  transported, 
facilities  for  loading  and 
unloading,  width  of  aisles, 
and  the  dimensions  of  door 
ways  and  other  passages 
through  which  the  machine 
may  have  to  travel.  If  the 
machine  has  to  carry  mater 
ial  up  and  down  on  the  ele 
vator,  note  the  capacity  of 
the  elevator,  the  size  of 
opening,  the  size  and  posi 
tion  of  the  doors  at  the 
various  floors,  whether  the 
source  of  electrical  energy 

is  direct  current  or  alternating,  what  wiring  is  necessary  to 
install  the  charging  apparatus,  and  also  if  help  is  available 
for  operating  the  charging  apparatus.  Special  attention 
should  be  given  to  insurance  and  to  existing  fire  rules  if 
the  use  of  power  machines  with  gasoline  engines  is  con 
templated. 

Outside  the  plant  it  is  important  to  know  the  character 
of  the  roadways  ;  whether  they  are  dirt,  hard  tilled  or  con 
crete.  Also  the  length  of  hauls,  the  extent  of  working 
periods,  the  class  of  material  to  be  moved,  railroad  tracks 
or  other  obstructions  which  must  be  passed  over,  all  must 
be  all  taken  into  consideration. 

Hand  Trucks 

For  short  movements  of  general  parcel  freight,  or  forms 
of  material  that  come  under  this  class,  hand  trucks  cannot 
be  dispensed  with.  The  manually  operated  hand  truck,  in 
many  varied  sizes  and  shapes,  has  an  important  place  in 
industrial  life,  and  is  one  of  the  principal  forms  of  equip 
ment  used  in  material  handling.  In  any  haulage  prob 
lem,  the  several  types  of  hand  trucks  are  applicable  and 
are  recommended  for  certain  classes  of  material  and  for 
short  haul  distances:  they  may  also  be  used  in  connection 
with  the  power  truck. 


The  many  types  and  the  ingenious  attachments  and  de 
signs  greatly  aid  and  make  easier  the  movement  by  hand 
of  commodities  over  short  distances.  Man  power  is  en 
hanced  when  heavier  loads  are  placed  on  trucks  that  can 
be  pushed  or  pulled.  In  this  way  heavier  loads  may  be 
moved  longer  distances,  with  more  ease. 

While  the  hand  truck  is  efficient,  and  in  many  places  in 
dispensable,  it  is  limited  in  its  capacity  and  scope  by  man 
power.  A  man  with  a  hand  truck  maintains  a  speed  of 
less  than  2  m.  per  hour  with  a  load  varying  from  250  Ib. 
to  700  Ib.  The  practical  field  of  operation  covers  a  radius 
of  from  50  ft.  to  150  ft.  When  movements  arc  longer  than 
150  ft.  to  200  ft.  other  machines  should  be  introduced  to 
relieve  the  hand  trucks  from  the  burden  and  waste  of  longer 
hauls.  In  many  instances,  however,  the  aisle  space,  floor 
support,  construction  of  floors  and  general  weight  of  ma 
terial  to  lie  moved  do  not  permit  the  use  of  a  power  truck 

and  for  such  installations 
one  of  the  several  types  of 
hand  trucks  is  applicable. 
Efforts  arc  being  directed 
toward  the  substitution  of 
mechanical  means  to  dis 
pense  with  the  hand  truck 
but  there  are  many  peculiar 
shaped  parcels  which  can 
best  be  moved  by  such 
trucks.  For  movements  of 
all  parcels  over  distances  of 
50  ft.  or  less,  no  other 
method  is  sufficiently  flex 
ible  to  warrant  displacing 
the  hand  truck.  Therefore, 
it  should  be  retained  and 
lie  used  in  conjunction  with 
machines  which  will  handle 
material  economically  over 

„,„„„ , ,„.,„„.„,„„ , J       longer     distances,     and 

when    the     material    to    be 
transported    is    exceptionally    heavy. 

Box  Type 

This  type  is  convenient  and  useful  for  moving  large  and 
heavy  hales,  cases,  boxes  and  machinery.  It  is  of  low, 
strong  and  rugged  construction  with  a  hardwood  or  metal 
rectangular  frame  and  with  four  or  six  small  wheels.  The 


Hand  Trucks:  Box;  Baggage;  Single  Handle; 
Barrow;  Push  Cart;  Large  Wheel  Cart; 
Stevedore;  Platform;  Lift. 

Storage  Battery  Trucks:  Platform;  Low  Plat 
form;  Elevating  Platform;  Baggage; 
Crane;  Dump  Body;  Tiering. 

Gasoline  Engine  Trucks:  Cargo;  Stake  Body; 
Dump  Body. 

Storage  Battery  Tractors:  Three  Wheel;  Four 
Wheel;  Center  Control. 

Gasoline  Engine  Tractors:  Three  Wheel; 
Four  Wheel;  Track-laying. 

Trailers:  Four  Wheel  Steer;  Caster;  Fifth 
Wheel;  Balanced;  Baggage;  Low  Platform; 
Dump  Body;  Box. 


Box  Truck 

center  wheels  are  so  placed  that  the  load  may  be  balanced 
in  turning.  Steel  points  in  the  frame  prevent  the  load  from 
sliding.  The  bevel  or  rounded  ends  permit  the  heavy 
pieces  to  be  loaded  onto  the  truck  with  but  little  effort. 


519 


520 


INDUSTRIAL   TRUCKS.   TRACTORS  AND   TRAILERS 


Different  forms  of  construction  make  this  type  applic 
able  for  many  uses.  The  frame  may  be  furnished  with 
four  rollers  for  moving  case  goods  of  moderate  weight 
over  irregular  surfaces,  as  aboard  ship.  A  form  with  a 
triangular  frame  is  manufactured  and  is  used  for  handling 
barrels  in  an  upright  position,  for  carrying  boxes  or  stoves 
through  narrow  aisles,  and,  when  furnished  with  double 
swivel  casters,  for  moving  pianos.  The  frame  may  be  of 
metal  construction  and  hinged  at  the  center  so  that  the 
ends  drop  down  to  the  floor  forming  three  points  of  con 
tact,  thus  preventing  the  truck  from  moving  during  "loading. 

The  dolley  is  a  modification  of  the  box  truck;  it  has  a 
flat  faced  metal  roller  in  the  center  of  the  frame. 

Baggage  or  Express  Type 

This  type  has  been  adopted  as  standard  for  handling 
baggage  and  express  by  many  leading  railroad  and  express 
companies.  It  is  strongly  constructed  of  hardwood  with 
four  metal  or  wooden  wheels  and  a  fifth  wheel  in  front 
which  permits  easy  turning.  The  platform  is  about  35 
inches  high  and  is  furnished  with  either  fixed  or  removable 
end  stakes.  Another  form  uses  sloping  ends  which  permit 
somewhat  larger  loads  being  carried,  which  are  bulky  in 
form  but  light  in  weight. 

This  type  may  also  be  furnished  with  side  rails,  beveled 
inward,  or  with  an  iron  band  extending  slightly  above  the 
platform,  which  prevents  milk  cans  or  similar  loads  from 


Baggage  or  Express  Truck 

sliding  off.  In  a  smaller  and  lighter  size  it  is  very  service 
able  for  use  at  small,  outlying  stations  where  the  traffic  is 
comparatively  light. 

Single  Handle  Type 

This  type  is  handy  and  convenient  for  private  residences, 
country  stores   and  many  other  places   where   with  it  one 


Single  Hand  Truck 


man  can  economically  handle  ash  cans,  boxes,  trunks  and 
all  sizes  of  barrels,  casks,  kegs  and  bulky  packages.     It  is 


built  with  two  small  wheels,  a  single  handle  and  steel  points 
to  hold  the  load  in  position.  It  may  be  furnished  with  a 
metal  package  grip  having  a  horizontal  and  vertical  adjust 
ment  to  assist  in  pulling  over  the  load  and  holding  it  while 
it  is  being  moved.  This  package  grip  is  a  hook  which 
slides  down  and  engages  the  chime  of  the  barrel  or  slips 
over  the  outer  edge  of  the  bale  or  package.  A  truck  with 
a  metal  frame  is  manufactured  for  heavy  work;  it  may  have 
a  special  crate  resting  on  the  wheel  guards.  A  modification 
of  this  type  is,  the  very  low  frame,  three-wheel,  metal  cask 
truck  for  handling  heavy  casks,  barrels  and  kegs  when  it 
is  necessary  to  carry  them  in  an  upright  position. 

Barrow 

The  barrow,  in  many  forms  and  modifications,  is  used 
for  transporting  loose  or  bulk  material  short  distances.  The 
common  form  of  barrow  is  built  with  a  tubular  metal  or 


Barrow 

wooden  frame,  having  either  straight  or  curved  handles, 
and  also  one  or  two  small  front  wheels  of  varying  sizes 
and  with  two  legs  for  supports,  or  with  wheels  under  the 
supports.  It  is  built  with  open  sides  or  with  a  tray.  The 
trays  may  be  wood  or  metal,  of  varying  sizes  and  of  dif 
ferent  types  of  construction.  If  of  wood  the  sides  may 
vary  in  height  and  may  or  may  not  be  removable.  The 
metal  trays  may  be  of  riveted  construction  or  they  may  be 
pressed  from  a  single  sheet.  The  barrow  is  used  in  mills, 
factories,  construction  work,  and  at  docks  and  piers.  Many 
modifications  are  available  but  each  particular  design  is 
best  adapted  for  handling  one  of  the  many  classes  of  ma 
terial.  One  distinct  form  is  used  extensively  in  handling 
baggage  and  mail  bags;  it  has  two  large  center  wheels 
and  ends  that  slope  to  the  center. 

Push    Cart   or    Delivery    Cart 

The  push  cart  is  a  strong,  durable,  heavy  service  cart. 
It  has  a  rectangular,  wooden  body  with  two  large  wheels 


Push  or  Delivery  Cart 

and  is   often   furnished   with  a   third   wheel  in   front,   the 
latter  being  of  advantage   in   crossing   street   gutters   and 
rough  places. 
The  delivery  cart  is  similar  to  the  push  cart  except  that 


HAND   TRUCKS 


521 


it  is  of  lighter  construction  and  is  generally  built  with  a      being  superseded  gradually  by  mechanically  operated  power 
metal  body  and  with  either  metal  or  wooden  wheels.    Either      trucks  of  many  designs, 
type  is  easily  handled  and  is  applicable  for  light  delivery 
service  and  for  transporting  merchandise  which  makes  large 


dimensional  loads  of  medium  weight.     It  is  used  by  painters, 


Platform    Type 
This  type  is  used  in  many  places  where  short  and  infre- 


U1U1V11B1UUOJ     IVAVO     U         nn.  vii  it  ill      CTV4£*lti          *b     19     v*j\.vi     uj     £su*.  .  .     . 

carpenters,   bill   posters   and   masons,   and   when    furnished      Q«ent  hallls  an<1  the  necessary  standing  and  waiting 


with  a   removable   cover   is   useful    for   carrying   tools    for 
telephone,  telegraph,  electric,  gas  and  water  companies. 

Large  Wheel   Cart 

This  type  is  used  in  construction  work  for  carrying  con 
crete,  in  packing  houses  and  for  carrying  coal  and  coke. 
It  has  a  metal  body,  or  tray,  of  either  semi-circular  or 
rectangular  construction,  and  with  an  angle  iron  or  tubular 
frame  construction.  The  wheels  may  be  supported  on  the 
side  of  the  tray  or  on  an  under-slung  axle.  Either  con 
struction  permits  the  tray  with  its  load  to  be  tilted,  and  on 
some  types  to  be  inverted.  The  inside  of  the  tray  is  clear 
from  obstruction,  permitting  quick  and  clean  discharge 
when  the  body  is  tilted,  or  inverted,  and  making  it  espe 
cially  useful  for  laying  sidewalks,  floors,  and  in  other  places 
where  the  load  can  be  dumped  quickly. 

A  slight  modification  has  a  long  nose  to  the  tray,  enabling 
the  load  to  be  dumped  into  forms  or  molds  without  spilling. 
Another  modification  is  the  street  cleaner's  cart,  the  frame 
of  which  is  formed  to  support  and  carry  a  metal  barrel 


Large  Wheel  Cart 

held  in  a  vertical  position.  The  ladle  cart  is  another  modi 
fication,  similar  in  form  to  the  street  cleaner's  cart  except 
that  it  is  of  much  heavier  and  stronger  construction. 

Stevedore    Type 

This  type  is  still  considered  a  necessity  in  many  places 
for  short  moves  of  all  classes  of  material,  or  in  connection 
with  the  placing  in  position  of  loads  for  longer  hauls.  It 
has  a  platform,  two  handles  and  two  wheels.  Slight  modi 
fications  in  construction  make  this  type  adaptable  for  han 
dling  certain  special  classes  of  commodities,  such  as  cotton 


Stevedore  Truck 


bales,  barrels  or  bags.  Many  modifications  are  available 
for  a  large  number  of  special  applications.  One  has  two 
large  wheels  and  one  small  wheel.  The  operator  raises 
or  lowers  the  load  about  a  leverage  point  near  the  floor 
and  readily  pushes  or  pulls  the  load  which  is  carried  on 
the  three  wheels.  In  spite  of  its  adaptability,  this  type  is 


Platform  Truck  with  End  Racks 

preclude  the  use  of  a  tractor  or  a  power  truck.  The  fol 
lowing  general  forms  are  available :  Stake  trucks,  with 
end  stakes  or  side  stakes  and  with  four  stakes  or  six  stakes ; 
bar  handle  trucks ;  end  rack  trucks ;  trucks  with  three  sides 
closed ;  trucks  with  four  sides  closed ;  multiple  deck 
trucks. 

They  are  similar  in  construction  to  the  larger  trailer 
truck  described  in  detail  under  trailers.  They  are,  how 
ever,  generally  of  lighter  construction  and  are  manufactured 
with  numerous  modifications  which  make  them  adaptable 
for  a  wide  range  of  service.  They  are  furnished  with 
wheels  of  various  sizes,  and  with  platform  bodies  of  many 
sizes  and  different  heights  from  the  floor,  each  one  of  which 
is  best  adapted  for  a  certain  movement,  and  for  a  particular 
kind  of  commodity. 

These  types  are  not  used  in  a  trailing  train  and  are  not 
furnished  with  connectors.  Ease  of  operation  is  enhanced 
by  ball  bearing  wheels  whereby  the  operator,  with  little 
effort,  is  able  to  haul  or  push  a  comparatively  heavy  load, 
once  it  has  been  placed  on  the  truck. 

A  modification  of  this  type  is  an  all-metal  truck  with  drop 
sides  or  end.  It  is  used  as  a  charging  cart  for  moving  coal 
and  may  be  taken  to  any  part  of  the  plant  for  loading, 
placed  in  any  position  for  charging,  and  obviates  the  use- 
of  floor  rails. 

Lift   Type 

It  has  been  proven  repeatedly  by  tests  that  the  old-fash 
ioned  method  of  trucking  with  fixed  platform  trucks  wastes 
75  per  cent  of  the  operator's  time.  This  is  true  for  the 
reason  that  these  trucks  require  prompt  loading  and  un 
loading  to  keep  them  in  service. 

The  basic  idea  of  the  use  of  either  the  hand  or  electric 
elevating  truck  is  the  economic  practice  of  keeping  material 
on  a  large  number  of  detached  skids  or  platforms  from 
the  time  that  it  enters  the  plant  in  a  raw  or  unfinished 
condition  and  through  the  various  processes  of  machining 
and  finishing  and  then  into  the  shipping  or  storage  rooms. 
The  material  so  loaded,  rather  than  piled  on  the  floor,  saves 
extra  handling  and  makes  possible  a  quick  change  of  lo 
cation  and  releases  the  truck  for  other  work  while  the  plat 
forms  are  being  loaded  or  unloaded.  Incoming  stock, 
finished  and  unfinished  stock  in  the  process  of  manufacture, 
in  shipping  or  storage  rooms,  in  warehouses  or  terminals,. 


522 


INDUSTRIAL   TRUCKS,   TRACTORS  AND   TRAILERS 


The  Illustrations  Indicate  the  Adaptability  of  the  Hand  Lift  Truck 


POWER    TRUCKS   AND    TRACTORS 


523 


can  be  placed  on  and  remain  on  platforms  and  be  shifted 
from  place  to  place  with  a  minimum  of  handling. 

When  the  truck  is  rolled  under  a  loaded  skid  and  the 
handle  is  thrust  downward,  the  lifting  bars  raise  the  skid 
and  the  load  from  the  floor.  When  elevated,  the  support 
ing  bars  assume  a  fixed  position  and  remain  rigidly  locked 
together  until  released  by  the  operator.  In  descending,  a 
powerful  hydraulic  check  eases  the  heaviest  load  smoothly 


Lift  Truck 


and  evenly  to  the  floor.  The  truck  is  then  pulled  out  from 
under  the  skid  and  is  ready  for  another  load. 

For  many  installations,  where  the  length  of  haul  and 
congested  floors  are  limiting  features,  this  type  of  truck 
with  skid  platforms  serves  the  purposes  of  the  many  times 
more  expensive  power  truck.  Or  this  type  may  be  used 
in  the  sense  of  a  "switching"  engine,  or  be  used  to  "jockey" 
into  place  or  position,  loaded  or  empty  platforms  for  a  trail 
ing  load  with  a  tractor.  The  trucks  for  this  service  are 
furnished  with  suitable  connectors. 

Modifications  of  this  type  are  available  and  one  form 
uses  either  a  flat  platform  or  a  platform  with  a  steel  or 


wooden  tray,  or  with  a  box  extension.  The  platform  is 
equipped  with  two  rear  wheels,  permanently  attached,  and 
a  single  front  leg  for  a  support. 

A  second  unit  is  the  handle  for  hand  operation  or  the 
trailer  hitch  for  operation  as  a  trailer  with  a  tractor.  Either 
of  these  attachments  has  a  wheel  and  is  also  provided  with 
a  tongue  which  engages  the  front  leg.  Only  the  front  end 
of  the  truck  requires  elevating  and  this  is  done  by  a  down 
ward  movement  of  the  handle  or  trailer  hitch. 

Another  modification  of  this  type  is  the  form  into  which 
is  built  an  accurate  beam  scale.  With  this  attachment  the 
lift  type  truck  not  only  transfers  and  stores  raw  material  or 
merchandise  with  speed  and  labor  saving  economy  but  com 
pletely  eliminates  the  necessity  of  transferring  loads  to 
separate  scales  for  weighing.  Material  loaded  on  skid 
platforms  can  be  accurately  weighed  while  resting  on  the 
truck  and  the  gross,  net  and  tare  weights  quickly  deter 
mined.  When  transferring  material  the  loaded  platform 
is  supported  on  a  special  set  of  side  bars  so  that  there  is 
no  strain  on  the  scale  mechanism. 

The  hand  lift  truck  is  used  for  inter-departmental  move 
ments  only.  For  long  hauls,  the  power  truck  is  used  for 
moving  the  platforms. 

Wheels  for  Hand  Trucks 

The  stevedore  type,  the  single  handle  type  and  the  plat 
form  type  hand  trucks  are  sometimes  furnished  with  rubber 
tires  or  cushion  tired  wheels  and  are  satisfactory  for  spe 
cial  service.  This  feature  is  not  recommended  for  general 
service  because  of  the  added  cost  of  operation  caused  by  the 
rapid  wear  usually  resulting  from  the  condition  of  road 
ways  and  floors,  which  makes  frequent  repairs  to  the  rubber 
tires  necessary.  However,  the  rubber  tired  wheels  are  used 
where  material  is  to  be  moved  over  good  floors  and  where 
quiet  operation  is  essential,  as  in  carpet  mills,  large  whole 
sale  houses,  restaurants,  hotels  or  department  stores, 
arsenals,  post  offices  and  public  buildings. 


Power  Trucks  and  Tractors 


Power  driven  trucks  and  tractors  were  practically  un 
known  until  recent  years.  Now  they  are  in  daily  service  in 
industrial  plants  and  in  marine  and  railroad  terminals. 
In  every  case  where  goods  of  any  kind  are  being  trans 
ported  over  considerable  distances  within  the  premises  of 
railroad  and  steamship  terminals,  factories  and  warehouses, 
power  trucks  and  tractors  may  be  used  to  a  decided  ad 
vantage.  They  make  transportation  quicker  and  better,  and 
in  many  places  they  have  been  pronounced  indispensable 
because  of  the  great  economies  effected.  If  freight  or  mer 
chandise  in  sufficient  quantities  has  to  be  moved  as  short 
a  distance  as  SO  ft.  an  industrial  power  truck  or  tractor 
will  handle  it  profitably.  Over  longer  distances  a  truck  or 
tractor  and  trailers  will  do  the  work  of  from  8  to  10  men. 

Tractors  and  trucks  wend  their  way  down  narrow  aisles, 
turn  sharp  corners,  climb  ramps,  and  perform  a  wide  va 
riety  of  tasks  with  efficiency  and  ease  in  hundreds  of  plants 
where  the  owners  once  thought  their  successful  operation 
absolutely  impossible.  The  industrial  power  truck  and  trac 
tor  is  limited  in  performance  by  the  characteristics  of  the 
particular  service  and  also,  to  a  large  extent,  by  the  fact 
that  these  trucks  and  tractors,  with  the  exception  of  the 
track  laying  type,  are  designed  for  indoor  or  interplant 
service  and  consequently  for  short  hauls  about  plants,  ware 
houses  or  terminals. 

Aside  from  the  savings  in  cost  of  moving  material  the 
question  of  labor  is  an  important  one.  The  power  truck  or 
tractor  is  simple  in  operation.  A  woman,  boy,  or  ordinary 


laborer,  can  be  taught  to  operate  one  of  these  machines  in 
a  short  time,  and  will  become  proficient  in  a.  few  days. 
The  operator  of  a  power  machine  is  able  to  work  longei 
with  less  physical  strain  than  the  operator  of  a  hand  truck 
and  is,  consequently,  more  dependable. 

The  power  machine  is  flexible.  It  may  be  run  readily 
into  crowded  places,  narrow  aisles,  on  and  off  elevators,  on 
all  roads  that  are  fairly  smooth  and  level,  into  box  cars, 
and  into  the  holds  of  coastwise  ships.  It  is  not  dependent 
upon  rails  unless  so  designed.  It  is  rugged  and  reliable 
and  built  to  stand  more  or  less  abuse  in  the  hands  of  in 
efficient  and  careless  help. 

The  power  truck,  in  most  types,  will  handle  all  classes 
of  commodities  in  loads  that  do  not  exceed  4,000  Ib.  It 
carries  a  load  equivalent  to  that  moved  by  8  to  12  men, 
carrying  it  from  5  to  7  times  faster  than  a  man  moves  it 
by  hand  truck.  The  tractor  pulls  a  trailing  load  up  to  10 
tons  maximum  at  a  speed  up  to  51/-  mi.  an  hour.  The 
power  truck  or  tractor  must  be  kept  busy  to  show  the  best 
results.  They  lose  money  for  the  owners  when  they  are 
not  moving.  A  power  truck  or  tractor  occupies  little  more 
space  than  a  man  with  a  hand  truck  and  may  be  operated 
anywhere  a  man  with  a  hand  truck  can  work.  They  will 
go  many  places  he  cannot  go,  and  without  the  assistance  of 
helpers. 

Dependent  upon  the  commodity  carried,  the  distance 
traveled  and  the  loading  and  unloading  methods  used, 
tractors  and  trailers  will  handle  material  at  a  less  cost 


524 


INDUSTRIAL  TRUCKS,   TRACTORS  AND   TRAILERS 


per  ton  than  the  power  truck  but  they  lack  the  extreme 
individual  flexibility  found  in  the  latter.  The  lower  cost 
is  due  to  the  fact  that  an  operator  and  a  helper  can  handle 
a  tractor  with  a  train  of  from  4  to  12  trailers,  each  carry 
ing  from  l/2  to  \l/2  tons  or  an  average  total  of  8  tons  or 
4  tons  per  man.  The  power  truck  while  capable,  in  many 
cases,  of  handling  heavy  loads,  will  probably  not  average 
a  ton  and  a  half  per  truck  and  an  operator  is  required  for 
each  truck,  and  often  a  helper  as  well. 

Maintenance  is  less  on  tractors  and  trailers,  as  the  number 
of  power  machines  to  be  maintained  is  less  for  a  given  ton 
nage  than  if  power  trucks  are  used.  Trailer  maintenance 
of  course  has  to  be  included  but  it  is  a  small  item  as  com 
pared  with  power  trucks. 

The  use  of  power  trucks  or  tractors  reduces  the  damage 
and  breakage  to  material,  produces  more  ambitious  and 
willing  workers,  saves  the  equivalent  wages  of  from  6  to 
15  men,  and  they  will  pay  for  themselves  in  from  3  to  9 
months,  depending  on  the  use,  care  and  operation. 

Characteristics 

Power  trucks  and  tractors  are  manufactured  in  two  types ; 
i.  e.,  storage  battery  type  and  gasoline  engine  type.  Roughly 
speaking  the  most  economical  distance  per  haul  to  operate 
an  electric  power  truck  is  about  1,000  ft.  to  1,200  ft.  and 
the  most  economical  distance  per  haul  for  a  tractor  is  from 
1,200  ft.  to  2,000  ft.  The  gasoline  engine  type  of  truck  or 
tractor  may  be  operated  economically  over  slightly  longer 
distances. 

The  storage  battery  type  is  cheaper  in  operation  than  the 
gasoline  engine  type;  it  has  fewer  small  parts  requiring 
adjustment  and  to  be  repaired,  and  its  operator  is  more  fully 
protected  from  mishaps.  The  gasoline  engine  type,  how 
ever,  is  cheaper  in  first  cost  than  the  storage  battery  type 
and  is  not  limited  to  the  capacity  of  a  battery,  while,  on 
the  other  hand,  it  must  always  be  well  supplied  with  gaso 
line,  water  and  oil.  No  expensive  charging  equipment  is 
required.  Its  speed  is  considerably  higher,  which  is  an 
important  advantage  for  installations  where  the  average 
run  is  of  considerable  length.  The  noise  and  smell  and  the 
poisonous  fumes  of  the  exhaust  of  the  gasoline  engine  type 
sometimes  prove  objectionable  in  indoor  service  and  fire 
rules  preclude  its  use  in  some  warehouses  and  buildings. 
Either  type  has  sufficient  speed  variation  to  permit  high 
speed  when  returning  light  and  low  speed  for  heavy  duty 
hauling. 

Tractors  are  usually  manufactured  with  a  worm  drive 
while  the  chain  or  spur  gear  drive  is  generally  used  in 
power  truck  construction.  The  chain  drive  is  more  effi 
cient,  especially  at  slow  speeds,  and  is  recommended  where 
heavy  grades  are  to  be  encountered.  The  worm  and  spur 
gear  drives  require  less  attention,  arc  more  quiet  in  opera 
tion,  and  for  general  application  are  more  dependable. 

In  either  type  all  parts  are  accessible  for  care,  attention, 
adjustment  and  lubrication.  All  electrical  parts  in  the 
electric  types  are  fully  protected  against  grounds,  short 
circuits,  and  other  electrical  and  mechanical  defects. 

Safety  devices  are  essential  in  the  electric  types  and 
special  care  has  been  used  in  the  design  of  these  machines 
to  make  them  "fool  proof"  in  operation  and  safe  in  the 
hands  of  the  novice.  This  is  attained,  mainly,  by  inter 
locking  the  braking  and  controller  systems  so  that  the  ma 
chine  is  only  capable  of  movement  if  the  initial  sequence 
of  action  is  correctly  taken  by  the  driver.  The  instant 
the  driver  loaves  the  machine  the  current  is  shut  off  from 
the  motor  and  the  brakes  are  applied  automatically.  The 
machine  cannot  be  started  while-  the  operator  is  standing 
on  the  ground.  The  electrical  equipment  is  fused  so  that 


it  cannot  be  damaged  no  matter  how  quickly  the  current  is 
turned  on  or  shut  off.  The  current  is  automatically  shut 
off  if  the  operator's  hand  is  removed  from  the  starting  lever. 

The  engine  of  the  gasoline  engine  type  is  of  the  four 
cycle,  four-cylinder,  improved  type,  either  horizontal  or 
vertical.  The  motor  for  the  storage  battery  type  is  en 
closed,  series  wound  with  a  high  starting  torque,  low  cur 
rent  consumption  and  a  large  overload  capacity  for  emer 
gency.  The  motor  is  designed  to  give  the  best  results  with 
the  lowest  possible  drag  on  the  batteries. 

The  gasoline  engine  has  characteristics  such  that  the 
torque  remains  practically  constant  with  a  wide  variation 
in  speed.  A  transmission  is  employed  to  deliver  greater 
torque  at  lower  truck  or  tractor  speeds.  The  torque  in 
the  electric  motor  increases  with  a  decrease  in  speed,  auto 
matically  giving  greater  pulling  power  at  lower  speeds. 

Batteries   and   Battery   Charging 

The  batteries  used  in  the  electric  types  may  be  either  the 
lead  or  the  alkaline  type,  both  of  which  are  in  common 
use.  The  general  characteristics  of  the  two  types  are  simi 
lar,  but  they  differ  widely  in  specific  points.  Each  type  of 
battery  has  its  advocates  who  contend  that  it  has  superior 
characteristics  for  the  tractor  or  power  truck  service. 

Direct  current  is  used  for  charging.  If  direct  current  is 
the  source  of  supply,  it  is  furnished  at  the  right  voltage, 
either  through  a  battery  charging  resistor  or  by  a  two-unit 
balancer  set.  If  the  source  of  supply  is  alternating  current 
the  mercury  arc  rectifier,  motor  generator  set  or  rotary 
converter  may  be  used  to  convert  the  alternating  current  to 
direct  current.  The  charging  station  should  be  so  located 
that  a  truck  or  tractor  will  never  have  to  travel  more  than 
1,000  ft.  or  1,500  ft.  from  the  center  of  the  area  in  which 
it  operates  to  the  place  where  it  is  to  be  charged.  It  is 
recommended  that  two  sets  of  batteries  be  used  for  con 
tinuity  of  service. 

Application 

Three  systems  are  available  for  transporting  material  by 
power  trucks  or  tractors  : 

First :     Trucks  which  carry  loads  on  their  own  platforms. 

Second:  (a)  Self-loading  and  unloading  with  the  ele 
vating  platform  and  tiering  trucks ;  the  use  of  live  plat 
forms  or  dead  platforms  or  skids  eliminates  hand  loading 
and  unloading.  (b)  Semi-loading  or  unloading  with 
the  crane  type  and  dump  body  type  trucks. 

Third :  The  tractor-trailer  system.  The  material  handled 
by  this  system  is  loaded  on  trailers  hauled  by  tractors. 

Storage  Battery  Trucks 

The  storage  battery  truck  is  a  self-propelled  machine 
that  carries  its  load.  Generally  this  type  has  a  rated 
capacity  of  about  two  tons.  It  has  a  chassis,  three  or  four 
wheels  and  a  power  equipment  consisting  of  a  motor  and 
a  storage  battery.  It  is  manually  operated  by  the  driver 
who  usually  stands  facing  the  load.  Different  forms  have 
been  developed  whereby  the  steering  is  accomplished  by  all 
four  wheels  in  order  to  increase  the  ease  of  operation  in 
congested  aisles;  driving  by  all  four  wheels  so  as  to  attain 
maximum  adhesion,  and  the  development  of  many  other 
forms  of  construction  that  assist  greatly  in  quick  and  effi 
cient  moving  of  material. 

Except  for  the  time  required  for  watering  and  the  charg 
ing  of  the  storage  battery,  the  truck  is  always  ready  for 
service  and  no  work  within  reason  is  too  severe. 

This  truck  is  used  for  transporting  all  kinds  of  general 
parcel  freight,  such  as  bags,  boxes,  bales  and  barrels.  It 
is  also  utilized  for  transporting  loose  materials,  such  as 
metal  parts,  castings  and  bulk  materials,  which  are  usually 


STORAGE  BATTERY  TRUCKS 


525 


handled  in  special  containers.  These  trucks  are  used  to 
move  material  from  one  department  to  another  in  indus 
trial  plants,  or  between  common  carriers  and  warehouses 
on  piers,  or  in  railroad  terminals  where  flexibility  of  equip 
ment  is  desired  which  is  not  possible  with  industrial  rail 
ways  or  cranes  that  are  confined  to  given  paths  of  travel. 

Platform    Type 

The  platform  type,  where  freight  and  material  is  carried 
on  the  platform  of  the  truck,  is  built  in  various  sizes  with 


A  modification  of  this  type  which  may  be  used  either  as 
a  load  carrying  truck  or  with  skid  platform  trucks  is 
available.  This  form  is  equipped  with  four  elevating  jacks, 
one  in  each  corner  of  the  truck  platform,  all  of  which  are 
operated  by  one  motor.  The  jacks  raise  or  lower  the 
loaded  or  empty  skid  platforms  and  permit  quick  unloading 
and  consequently  a  proportionately  greater  amount  of 
operating  or  running  time  for  which  larger  batteries  are 
provided.  The  batteries  are  mounted  under  the  platform, 
thus  forming  a  much  larger  loading  surface  than  is  usual. 


GENERAL    SPECIFICATIONS    FOR    STORAGE     KATTERY    TRUCKS 

Types 


Elevating 

Platform            Low  platform  platform                 Baggage 

2,  000  Ib.  to               4,0001b.  4,000  Ib.  to               4,000  Ib. 

4.000  Ib.  5,000  Ib. 

Overall     length  ...........    80  in.  to  140  in.    82  in.  to  137  in.  91  in.  to  1  10  in.   170  in.  to  206  in. 

Overall     width  ............     28  in.  to  40  in.      36  in.  to  41  in.  25  in.  to  55  in.      37  in.  to  60  in. 

10  sq.  ft.  to              12  sq.  ft.  to  8  sq.  ft.  to               28  sq.  ft.  to 

40  sq.  ft.                  26  sq.  ft.  10  sq.  ft.                  48  sq.  ft. 

36  in.  to  83  in.      51  in.  to  78  in.  44  in.  to  55  in.     72  in.  to  116  in 

20  in.  to  48  in.       Front  —  16  in.  Front  —  8  in.        32  in.  to  48  in. 

to  32  in.  to  18  in. 

Rear  —  24  in.  Rear  —  18  in. 

to  34  in.  to  32  in. 

1.3001b.  to  2,150  Ib.  to 

3,200  Ib.  2.750  Ib. 


Carrying   capacity. 


Size  of  platform. 

Wheel     base 

Wheel  tread 


Weight    with    battery 


Crane  Dump  body 

1,000  Ib.  to  12  cu.  ft.  to 

3,000  Ib.  40  cu.  ft. 

101  in.  to  156  in 

38  in.  to  51  in 


l,7001b.  to 
3,4001b. 


3.1001b.  to 
3,600  Ib. 

Lift   of   platform 3'/,  in.  to  4!/5  in 

Height    of    platform 18  in.  to  26  in.       9  in.  to  17  in.        10  in.  to  17  in.      24  in.  to  33  in. 

lowered 
Turning   radius — 

Inside    edge    72  in.  to  120  in.     30  in.  to  42  in. 

Outside    edge    144  in.  to  204  in.    84  in.  to  96  in. 


42  in. 
96  in. 


72  in.  to  120  in. 
144  in.  to  204  in. 


Tiering 
2,000  Ib.  to 

4,000  Ib. 

109  in.  to  122  in. 

36  in.  to  41  in 

10  sq.  ft.  to 

12  sq.  ft. 
56  in.  to  62  in. 
Front — 18  in. 

to  20  in. 
Rear— 27  in. 

to  32  in. 
3,100lb.  to 

3.3001b. 
31  in.  to  96  in. 
9  in.  to  26  in.         9  in.  to  26  in.        10  in.  to  11  in. 

lowered 

30  in.  to  120  in 42  in.  to  54  in. 

84  in.  to  204  in 92  in 


36  in.  to  83  in. 
20  in.  to  48  in. 


2,600  Ib.  to 
4,200  Ib. 


36  in.  to  83  in. 
20  in.  to  48  in. 


2.000  Ib.  to 
3,400  Ib. 


Motor  'leavy  duty,  totally  enclosed,  series  wound.  An 

additional  motor  is  usually  furnished  with  the 
crane  type  and  sometimes  for  the  elevating 
platform  and  tiering  types. 

Drive   ')ne,  two   or   four   wheel. 

Speed   (on  level)  ..  .88  ft.  to  700  ft.  per  min.;   1  mi.  to  8  mi.  per  hr. 

Frame  I-beam,  channel  or  angle,  with  or  without  coil 

or  leaf  spring  suspension. 

Steer  Two  or  four  wheel  with  steering  wheel  or  lever 

operating  vertically  or  horizontally;  also  semi- 
irreversible. 

Transmission  Spur  gear,  chain  drive,  worm  drive,  motor  in 

the  wheel. 

Control  Series  parallel;  connection  of  battery  cells  and 

motor  field  coils  or  straight  resistance. 

Controller  Drum  type  enclosed;  positive  neutral  stop  op 
erates  automatic  circuit  breaker  connected  to 
brake  pedal. 


Circuit   breaker Integral  part  of  controller,  quick  make  and  break, 

single  or  dual  contact  operated  by  brake  pedal, 
current  off  when  brake  is  on,  current  on  when 
brake  is  released. 
Two  to   four   in   either   direction. 


Speeds 
Brake    , 

Axles    . 


Wheels    

Hearings    

Batteries    

Warning   signals.... 
Tires   .  . 


.Internal  expanding  or  external  contracting  on  the 
jack  or  motor  shaft  or  on  each  rear  or  driving 
wheels. 
.Two  or  four,  depending  on  model.     Front  or  rear 

or  both  full   floating. 
.Spoke   or   solid  cast   iron   or   steel. 
.Roller  or  ball. 
.Alkaline  or  lead. 

Mechanical   or  electrical  bell  or  horn. 
Solid  pressed-on  rubber  or  fabric. 


a  maximum  capacity  of  4,000  Ib.  The  platform  is  usually 
from  20  in.  to  24  in.  above  the  ground.  This  type 
carries  its  load  just  as  an  automobile  carries  its  load  and 


Platform  Truck 


works  to  the  best  advantage  with  packages  that  can  be 
readily  hauled  by  one  cr  two  men.  Such  trucks  are  es 
pecially  adapted  to  work  where  they  must  be  driven,  loaded 
and  unloaded  by  the  same  man,  or  wherever  material  is  to  he 
moved  to  scattered  locations  in  such  small  quantities  that 
it  would  net  pay  to  have  gangs  of  men  to  load  and  unload  it. 
The  platform  or  load  carrying  truck  serves  best  where 
hauling  is  restricted  to  narrow  aisles;  to  loading  platforms; 
on  concrete  strips  in  the  foundry,  forge,  mill  or  across  the 
yard;  and  where  the  destination  is  near  thickly  set  ma 
chines  ;  on  a  congested  warehouse  floor,  or  on  docks  for 
short  hauls  and  "across  the  dock"  service,  and  where  the 
speed  is  of  greater  importance  than  the  tonnage. 


The  drive  consists  of  a  motor  for  each  wheel  of  the  same 
size  as  the  motor  which  operates  the  jacks.  It  is  equipped 
with  wheels  of  sufficient  diameter  to  permit  its  use  on  city 
streets  or  between  building,  as  w;ll  as  indoors. 

Low  Platform  Type 

The  low  platform  type  is  built  in  various  sizes  for  carry 
ing  material  and  has  a  platform  placed  about  11  in.  to 
17  in.  above  the  ground.  This  type  is  best  adapted  for 


Low   Platform   Truck 

carrying  heavy  packages  and  pieces  weighing  from  150  Ib. 
to  200  Ib.,  such  as  barrels,  bales,  castings,  heavy  crates, 
etc.  The  greater  the  weight  of  the  separate  pieces  to 
be  loaded,  the  lower  the  platform  should  be.  It  has  been 
repeatedly  demonstrated  that  after  piling  is  carried  to  a 
certain  height,  it  is  false  economy  to  require  lifts  that 


526 


INDUSTRIAL  TRUCKS,   TRACTORS  AND   TRAILERS 


waste  men's  energy.  As  a  rule  packages  and  pieces  weigh 
ing  150  Ib.  to  200  Ib.  can  seldom  be  lifted  higher  than  the 
knee,  75  Ib.  to  100  Ib.  waist  high,  and  25  Ib.  to  35  Ib. 
shoulder  high.  It  is  interesting  to  note  that  these  heights 
are  being  decreased  year  by  year  because  of  labor  conditions. 
A  modification  of  this  type  is  used  for  handling  heavy 
rolls  of  paper  and  cloth.  This  form  uses  a  special  mecha 
nism  mounted  on  the  frame  of  the  low  platform  truck  con 
sisting  of  a  sheet  metal  quadrant,  two  clamps,  and  a 
revolving  frame.  The  quadrant  is  in  front  of  the  truck  and 
very  near  the  floor.  The  manipulation  of  this  mechanism, 
as  well  as  the  operation  of  the  truck,  is  in  the  control  of 
the  operator  who  stands  on  the  truck  and  rides  with  it. 
When  being  used,  the  roll,  which  lies  on  the  floor,  is  easily 
rolled  into  the  quadrant  and  two  arms  or  clamps,  one  at 
each  end,  securely  hold  it.  The  roll  can  then  be  upended 
into  a  vertical  plane,  but  at  an  angle  from  the  perpendicular 
so  that  the  center  of  gravity  of  the  roll  is  over  the  truck 
frame,  in  which  position  it  is  carried. 

Elevating   Platform   Type 

The  elevating  platform  type  is  similar  to  the  low  plat 
form  type,  but  has  a  movable  platform  which  can  be  raised 
or  lowered  by  a  separate  electric  motor.  The  truck  plat 
forms  are  built  in  various  sixes  and  are  from  10;4  in.  to 
17  in.  above  the  ground  when  in  the  lowered  position. 
They  have  a  lift  of  from  3;^  in.  to  4J/  in. 

This  type  has  the  advantage  over  the  other  types  of 
power  trucks  in  being  able  to  work  more  continuously. 
Standing  time  and  extra  handling  are  eliminated  if  the 


Elevating  Platform  Truck 

load  is  of  such  nature  that  it  can  be  carried  on  wooden  or 
metal  skid  platforms.  The  low  end  of  the  truck  runs 
under  the  loaded  or  empty  skid  platforms  and  electrically 
elevates  it.  The  truck  then  moves  to  the  desired  location. 
This  type  of  truck  is  recommended  where  the  volume 
of  material  to  be  moved  and  the  length  of  haul  precludes 
the  use  of  the  hand  lift  truck.  Where  commodities  in  ware 
houses  and  terminals  are  placed  on  skid  platforms,  either 
for  temporary  or  permanent  storage,  and  are  ready  to  be 
moved  quickly  to  other  locations  this  type  of  truck  serves 
to  advantage.  It  is  recommended  for  operation  in  indus 
tries  where  the  material  may  be  handled  through  the  course 
of  manufacture  from  one  process  of  finishing  to  another,  on 
various  forms  of  skid  platforms. 

Tiering  Type 

The  tiering  type  has  many  applications  over  a  wide  range 
and  is  similar  to  the  elevating  platform  type.  The  lifting 
and  driving  devices  are  separate  and  both  can  be  operated 
at  the  same  time  when  desired,  a  feature  which  greatly 
facilitates  the  ease  and  speed  at  which  this  machine  may  be 
operated.  It  has  the  added  feature  of  lifting  or  tiering  the 
load  from  one  inch  to  six  or  more  feet,  and  is  adapted  to 
loading  boxes,  barrels  and  bales  onto  large  auto  truck  bodies 


and  into  freight  cars.  It  is  used  to  advantage  for  tiering 
large  rolls  of  paper  and  for  putting  heavy  dies  or  stock  in 
machines.  It  is  recommended  for  use  with  skid  platforms 
for  hauling  material,  or  for  placing  or  piling  the  loaded 
or  empty  platforms  for  storage. 

This  type  may  be  used   with  a   skid  platform,  having  a 
side  or  end  dump  body,  for  removing  dirt,  coal,  ashes  or 


Tiering  Truck 

scrap  material  by  elevating  the  load  and  dumping  it  into 
an  auto  truck  or  car. 

A  useful  accessory  to  this  type  is  a  platform  with  rollers. 
This  is  permanently  fastened  to  the  arms  that  are  elevated 
and  permits  heavy  loads  to  be  easily  pushed  on  or  off  when 
it  is  in  an  elevated  or  lowered  position. 

A  modification  of  the  tiering  type  is  basically  a  load 
carrying  truck,  having  on  it  a  piling  or  tiering  machine. 
I'or  high  piling  a  second  modification  consists  essentially  of 
a  load  carrying  truck  on  which  is  mounted  a  hoist  which 
raises  and  lowers  a  platform  between  two  vertical  uprights. 

Baggage  Type 

The  baggage  type  is  built  with  a  straight  or  drop  frame, 
similar  to  the  load  carrying  truck  or  a  combination  of  the 
load  carrying  and  low  platform  models.  Some  are  equipped 
with  high  rack  bodies  for  holding  in  position  bags,  trunks 


Baggage  Truck 

and  mail  pouches.  These  are  essentially  railroad  terminal 
machines  and  are  especially  recommended  for  this  service. 
The  drop  frame  is  designed  for  use  in  the  terminals  where 
the  tracks  are  depressed. 

Crane  Type 

The  crane  type  is  especially  adapted  to  handling  heavy 
weights  in  localities  where  the  truck  must  move  but  short 
distances.  This  type  is  equipped  with  either  an  electrically 
or  hand  operated  crane  of  1,000  Ib.  to  3,000  Ib.  capacity, 
mounted  permanently  or  temporarily  on  the  load  carrying 


GASOLINE    ENGINE   TRUCKS 


527 


or  low  platform  models.  The  compensating  boom  is 
equipped  with  a  swivel  base  so  that  it  will  swing  90  cleg, 
each  way.  The  load  is  carried  on  the  hook  or  is  lifted 


Crane  Truck 


by  the  crane  to  or  from  the  truck  platform  and  is  carried 
thereon. 

A  modification  of  this  type  equipped  with  a  magnet 
attached  to  the  hook  on  the  crane  is  useful  for  lifting  cast 
ings  and  scrap  iron  and  steel.  Other  modifications  of  this 
type  are  available,  having  a  larger  boom  of  stronger  con 
struction  for  heavier  loads. 

Dump  Body  Type 

The  dump  body  type  is  used  for  hauling  coal,  ashes,  sand, 
fertilizer,  cement  and  loose  material.  It  is  built  in  various 
sizes  and  shapes  for  capacities  ranging  from  12  cu.  ft.  to 
40  cu.  ft.,  and  for  either  side  or  end  dump.  Either  style 
may  be  unloaded  without  the  operator  dismounting.  The 


Dump  Body  Truck 

frames  and  bodies  are  either  permanently  fastened  to  the 
truck  chassis  or  are  bolted  to  the  platform  so  they  may 
be  removed,  if  desired,  and  the  truck  used  for  other  pur 
poses.  This  type  is  sometimes  furnished  with  narrow  gage 
trucks  fitted  with  flange  wheels  for  use  on  a  narrow  gage 
track. 

Gasoline  Engine  Trucks 

A  power  truck  that  has  somewhat  higher  speed  than  the 
storage  battery  type  can  be  used  advantageously  in  many 
places.  This  is  possible  with  a  gasoline  engine  drive. 
Trucks  of  this  type  are  designed  with  a  capacity  of  2,500 
Ib.  in  the  three-wheel  type  and  3,000  Ib.  capacity  in  the 
four-wheel  type,  and  operate  at  speeds  varying  from  l/2  mi. 
to  12  mi.  an  hour.  The  driver's  seat  in  the  three-wheel 
type  is  mounted  over  the  engine  and  the  load  is  carried  in 
front  of  the  driver  and  immediately  over  the  two  front 
wheels.  The  truck  is  steered  by  the  single  rear  wheel 
which  is  somewhat  smaller  in  diameter  than  the  two  front 
wheels  In  the  four-wheel  type  of  3,000  Ib.  capacity  the 


platform  is  at  the  rear  of  the  driver's  seat  and  the  engine 
is  of  the  horizontal  type.  In  either  the  three- wheel  or  the 
four-wheel  types  the  control  is  exceptionally  flexible  and 
the  comparatively  short  wheclbase  makes  possible  a  small 
turning  radius. 

In    either    the    three-    or   four-wheel    form   tin-   gasoline 


CKNKKAI.    SI'ICCIFICATIOXS     1'iK 
TRUCKS 


Carrying  capacity... 

Overall    length 

Overall   width 

Area  of  platform.  .. 

Wheel    base 

Wheel    tread 35 

Weight    

Lighting —  starting 
and  ignition 


CASOI.IXK    KNC1NE 


Dump  body 

St.-ike  body 

Cargo  type 

type 

type 

2,500  Ib. 

27   cu.    ft.    dry 

2.500  Ib.  to 

18   cu.    ft.    wet 

3.000  Ib. 

128  in. 

139  in. 

124  in.  to  159  in. 

46  in. 

50  in. 

43  in. 

27  s<|.  ft. 

27  sq.  ft. 

16  sq.  ft.  to 

24  sq.  ft. 

78  in. 

78  in. 

78  in.  to  81  in. 

Yi  in.  to  40  in. 

50  in. 

36  in.  to  40  in. 

2,500  Ib. 

2,450  Ib. 

2,500  Ib. 

Speed     on  level.  . . 
Frame    


Type     of     transmis 
sion    

Motor    . 

Brake  


Clutch   

Axles     

Hearings     

Wheels    

Tires    

Fuel    

Warning    signals. 


Complete    lighting,    starting    and    ignition    system 

or  magneto   for   ignition   anil   iit;hting  only. 
Heavy  roller  double  side  chains,  internal  gear  or 

chain   from   jack   shaft   to   rear   wheel. 
1  mi.  to   12  mi.  per  hr. 
I-beam,  channel  or  angle,  with  or  without   spring 

support  at   either   nr  both   ends. 
Screw  and  nut  type,  or  knuckle  and  rod.     Wood 

or  metal  wheel   with   throttle  control. 

Selective  type;  two  or  three  forward  and  one 
reverse. 

Four  cylinder;   four  cycle;   horizontal. 

Foot  brake  and  hand  brake  direct  connected  to 
rear  wheels;  positive  contracting  on  transmis 
sion;  or  internal  expanding. 

Single  plate  or  dry  plate  multiple  disc  or  cone, 
or  multiple  steel  disc  in  oil. 

Chrome  nickel  or  vanadium  steel,  round  or  I- 
beam  section. 

Roller  or  ball. 

Cast  steel  or  cast  iron  disc. 

Solid  rubber  pressed   on. 

Distillate,    gasoline  and    distillate    or   gasoline. 

Mechanical   horn. 


engine  truck  is  applicable  in  many  places  where  the  load 
carrying  storage  battery  truck  could  be  used.  It  is  especially 
adapted  for  short  hauls,  for  interplant  service,  and  for  out- 
of-door  service.  It  might  be  considered  applicable  to  hauls 
that  would  extend  slightly  beyond  the  practical  hauling  dis 
tance  of  the  storage  battery  type.  It  is  furnished  in  three 
types. 

Cargo  Type 

This  type  is  manufactured  with  either  the  three  or  four- 
wheel  form  of  construction.  It  may  have  either  a  flat  plat 
form,  or  a  box  type  body,  or  a  container  mounted  on  the 
platform  of  the  chassis.  It  is  used  for  moving  goods  in 


Cargo  Type  Truck 


small  boxes,  including  parts  such  as  small  castings.  It  is 
useful  where  raw  stocks  are  hauled  to  machines,  or  finished 
materials  to  stock  or  shipping  rooms. 

Platform  Type 

In  this  type,  which  is  of  the  three-wheel  construction,  the 
material  is  ordinarily  held  within  end  and  side  stakes,  which 


528 


INDUSTRIAL   TRUCKS,   TRACTORS  AND   TRAILERS 


The  Illustrations  Indicate  the  Wide  Range  of  Application  of  Power  Trucks 


POWER    TRUCKS   AND    TRACTORS 


529 


The  Illustrations  Indicate  the  Wide  Range  of  Application   of  Power  Trucks 


530 


INDUSTRIAL  TRUCKS,   TRACTORS  AND   TRAILERS 


are  mounted  either  temporarily  or  permanently.  With  the 
stakes  in  position,  this  type  is  recommended  for  hauling 
crates,  large  castings,  boxes  and  bags.  With  the  end 


Platform  Truck  with  Stakes 

stakes  removed  the  truck  has  a  clear  platform  and  is 
applicable  for  carrying  long  material,  such  as  lumber, 
steel  rods,  steel  pipes  and  sheet  metals. 

Dump  Body  Type 

This  type,  with  the  three-wheel  construction,  has  a 
chassis  on  which  is  mounted  a  body  arranged  for  end 
dump.  It  is  used  for  hauling  bulk  material  and  for  the 
quick  handling  of  dry  and  wet  materials,  such  as  sand, 
ashes,  concrete,  fertilizer,  chips  and  sweepings.  It  is 
adapted  for  paving,  road  building  and  general  contract 
work.  It  will  readily  spot  its  load  and  dump  it  nearly  flat. 


Dump  Body  Truck 

This  type  may  be  unloaded  without  the  operator  dismount 
ing,  or  he  may  dismount  and  slowly  dump  the  body  by  a 
hand-operated  hoist.  The  body  is  built  in  capacities  of 
1  cu.  yd.  of  dry  or  18  cu.  ft.  of  wet  material. 

Storage  Battery  Tractors 

A  storage  battery  tractor  is  a  self-contained  power  unit 
which  has  proven  to  be  one  of  the  most  economical  forms 
of  transfer  units  for  use  where  heavy  tractive  effort  is 
required  and  where  large  tonnage  is  to  be  transferred  on 
a  single  trip.  It  carries  no  load,  but  pushes  or  pulls  its 
load  on  trailer  trucks.  The  number  of  trailers  one  tractor 
can  keep  in  operation  depends  on  working  conditions,  such 
as  length  of  haul,  nature  of  material  and  weight  of  the 
load  on  each  trailer. 

The  machines,  to  give  best  results,  must  be  kept  moving 
and  the  waiting  loss  may  be  partially  eliminated  by  the 
use  of  a  larger  number  of  trailers.  Such  a  tractor  may  be 
used  to  move  material  from  the  pier  to  the  head  house, 


from  one  department  to  another,  or  for  other  long  hauls. 
Under  normal  conditions,  one  tractor  can  keep  three  sets 
or  "fleets"  of  trailers  occupied,  one  loading,  one  under  way 
and  one  unloading. 

In  the  use  of  tractors  and  trailers,  it  is  only  second  in 
importance  to  assurance  that  the  proper  tractor  is  provided, 
that  the  trailer  best  suited  for  the  work  in  hand  is  used. 
Home-made  trailers  often  answer  all  requirements  and  the 
use  of  hand  trucks  as  trailers  may  be  justified  by  circum 
stances.  Care  should  be  taken,  however,  to  make  sure  that 
the  advantages  to  be  derived  from  their  use  are  real  and 
not  imaginary. 

Power  or  tractive  effort  of  any  tractor  depends  directly 
upon  the  weight  on  the  drive  wheels  and  the  ability  of  the 
motor  to  turn  them  under  that  weight.  The  tractor  can 


GENERAL    SPECIFICATIONS    FOR    STORAGE    HATTKRY 
TRACTORS 

Types 


pull 

Three  wheel 
600  Ib.  to 

Four  wheel 
250  Ib.  to 

Center  control 
300  Ib.  to 

1,500  11). 
1  600  Ib  to 

1,500  Ib. 
1,000  Ib.  to 

l,5001b. 
1  200  Ib.  to 

Overall    length.  .  . 
Overall    width  .  .  .  . 

2,000  Ib. 
.  .    68  in.  to  72  in. 
.  .    36  in.  to  41  in. 

2,500  Ib. 
60  in.  to  88  in. 
34  in.  to  48  in. 

2,500  11) 
71  in.  to  87  in. 
36  in.  to  41  in. 

Wheel    base 30  in.  to  44  in.    21  J^.Sn.  to  44  in.    30  in.  to  49  in. 


Wheel    tread 27  in.  to  33  in. 

Weight  with  battery       2,200  Ib.  to 

2,400  Ih. 

Turning  radius,  out 
side  edge    57  in.  to  65  in.     67  in.  to  129  in. 


.  . 

21  y2  in.  to  40  in.    27  in.  to  34  in. 

2,200  Ib.  to  2,300  Ib.  to 

4,400  Ib.  4,400  Ib. 


Drive    Two-wheel 

Transmission     Worm  drive 


Frame      

Steer    

Control     

Controller    

Circuit     breaker. 


Speeds 
Brake    . 


Axles 


61  in. 

two  wheel  steer   four  wheel  steer 
75  in.  to  77  in.  96  in. 

four  wheel  steer    two  wheel  steer 

Two  or  Four  wheel 

four  wheel 

Chain  or  Chain  or 

worm  drive  worm  drive 

Motor    Heavy  duty  totally  enclosed  series  wound. 

Speed — no  load....  500   ft.'  to   700    ft.    per   min.,    5J4   mi.   to    7j4    '"i- 

per   hr. 
.  .I-beam,    channel    or   angle,    with    or    without    coil 

or   leaf  spring  suspension. 
, .  Front  wheel   or  two  or  four  wheel,  with   wheel  or 

lever   operating  horizontally   or   vertically. 
.  .Series    parallel    connection    of    battery    cells    and 

motor  field  coils  or  straight  resistance. 
.  .Drum    type    enclosed.      Positive    neutral    stop    op 
erates    automatic    circuit    breaker   connected    to 
brake  pedal. 

.  .Integral  part  of  controller,  quick  make  and  break. 
Single  or  dual  contact  operated  by  brake  pedal. 
Current  off  when  brake  is  on,  current  on  when 
brake  is  released. 

.  .Three   or   four   forward  and   reverse. 
.  .Internal    expanding    or    external    contracting    on 
jack  or  motor  shaft  or  on  each  rear  or  driving 
wheel. 

..One,  two  or  four,  depending  on  model,  front  or 
rear  or  both  full  floating. 

Wheels    Spoke  or  solid  cast  iron  or  steel. 

Hearings    Roller    or    ball. 

Batteries     Alkaline  or  lead. 

Warning  signals.  ..  .Mechanical   or   electric   bell   or  horn. 
Tires    Solid  pressed  on  rubber  or  fabric. 


draw  a  heavier  tonnage  than  a  carrier  type  truck  of  equal 
battery  capacity.  It  has  sufficient  tractive  effort  to  haul 
trailer  loads  of  7,000  Ib.  to  20,000  Ib.,  mintaining  a  speed 
or  3  mi.  to  4  mi.  an  hour. 

Tractors  are  employed  principally  to  fulfill  the  following 
conditions : 

(a)  Where     loads     exceed    two    tons.      (Steel    and   iron 
products.) 

(b)  Where   material   is  more  than   eight   feet   in   length. 
(Lumber,  automobile  frames,  etc.) 

(c)  Where    especially    constructed    or    expensive    hand 
trucks  are  already  installed  to  suit  the  commodities  which 
are  to  be  transferred. 

(d)  Where   goods   must   be   sorted    in   small   unit   loads, 
and  can  be  collected  at  one  spot,  then  coupled  in  trains  to 
be  delivered  to   a  single  point  or   distributed. 

(e)  Wherever   Loading   or   unloading  gangs   can   be  em 
ployed. 

(f)  Where    an    industrial    rail    system    with    expensive 


STORAGE  BATTERY  TRACTORS 


531 


cars   cannot  be   abandoned;    the   tractor   for   this   installa 
tion  to  run  either  on  the  rails  or  on  the  floor  or  roadway. 
Three  types  of  storage  battery  tractors  are  available. 

Three-Wheel  Type 

This  type  is  best  suited  for  railroad  and  marine  terminals, 
or  in  other  places  where  the  trailing  load,  even  though 
the  usual  number  of  trailers  is  in  operation,  is  a  compara 
tively  light  one.  It  is  designed  as  a  general  purpose  trac- 


Three-Wheel  Tractor 


tor  to  meet  average  hauling  conditions,  but  is  especially 
adapted  to  places  where  it  must  work  in  narrow  aisles,  or 
in  difficult  alcoves  and  must  run  through  small  doorways. 

It  is  primarily  a  machine  for  indoor  service.  It  is  sturdy 
in  construction  and  turns  in  very  close  quarters — the  steer 
ing  being  by  the  front  wheel  only. 

A  modification  of  this  type  is  the  tractor  with  a  twin 
wheel  in  front.  This  arrangement  consists  of  two  wheels 
on  a  single  short  axle  with  springs,  the  whole  being  sus 
pended  in  a  bracket  to  steer  as  a  single  wheel. 

Four-Wheel  Type 

This  type  is  designed  to  meet  the  demand  for  a  heavy 
duty  tractor  and  is  especially  recommended  for  service  in 
manufacturing  plants  and  industries  and  in  other  installa- 


a  machine  for  outdoor  service.  A  heavy  stable  machine 
is,  of  course,  necessary  to  prevent  mishaps  on  uneven  road 
ways,  and  where  there  are  holes  and  ruts  in  the  road. 

This  tractor  carries  approximately  30  per  cent  to  50 
per  cent  larger  batteries  than  the  three-wheel  type. 

This  type  may  use  either  the  two  or  four-wheel  steer, 
the  two  or  four-wheel  drive,  and  may  have  either  chain 
or  worm  drive. 

There  is  practically  no  difference  in  the  space  required 
to  maneuver  this  tractor  with  the  four-wheel  steer  and 
that  required  for  the  three-wheel  type.  It  is  seldom 
necessary,  however,  in  actual  practice  to  turn  completely 
around  when  working,  since  dead  end  aisles  are  objection 
able  for  many  reasons. 

This  type  is  sometimes  furnished  with  narrow  gage 
trucks  fitted  with  flange  wheels  for  use  on  a  narrow  gage 
track. 

Center   Control   Type 

This  type  drives  and  steers  with  all  four  wheels  and 
operates  with  equal  power  and  speed  in  either  direction. 

The  four-wheel  drive  gives  maximum  power  for  haul 
ing  heavy  loads  up  grades  or  over  rough  and  slippery 
floors,  moreover,  distributing  the  tractive  effort  over  the 
four  wheels  increases  considerably  the  life  of  the  tires. 


Four-Wheel  Tractor 

tions   where   the   haulage   is   of   a   heavy   character.     It   is 
more   stable   than   the   three-wheel   type   and   is,   primarily, 


Center   Control   Tractor 

The   four-wheel   steer   permits   better   operation  in   narrow 
aisles,   in    freight  cars   and   on   loading  platforms. 

The  control  eliminates  the  necessity  for  turning  around 
and  backing  up  when  coupling  onto  a  trailer.  This  ap 
plies  particularly  in  cramped  quarters  and  is  often  a  valu 
able  time  saving  feature. 

This  type,  like  the  four-wheel  type,  has  heavy  battery 
capacity. 

Gasoline  Engine  Tractors 

These  tractors  serve  the  same  general  purposes  as  the 
storage  battery  type  tractors.  This  type,  however,  is  not 
recommended  for  service  where  it  is  required  to  start  a 
long  train  of  heavily  loaded  trailers,  as  the  weight  of  the 
tractor  might  not  give  the  required  traction  and  failure 
of  the  driver  to  operate  the  transmission  in  the  proper 
manner  might  not  give  the  desired  torque  for  starting. 
Aside  from  this,  the  several  types,  with  the  exception  of 
the  track-laying  type,  are  employed  to  fulfill  the  same  gen 
eral  conditions  as  outlined  for  the  storage  battery  tractors. 
Some  designs,  with  special  attachments,  are  applicable  for 


532 


INDUSTRIAL  TRUCKS,   TRACTORS  AND   TRAILERS 


Typical  Applications  of  Storage  Battery  Tractors 


GASOLINE   ENGINE   TRACTORS 


533 


Typical  Applications  of  Gasoline  Engine  Tractors 


534 


INDUSTRIAL  TRUCKS,   TRACTORS  AND   TRAILERS 


service  in  saw  mills  and  lumber  yards.  The  track-laying 
type  is  primarily  applicable  for  outdoor  service  and  with 
its  particular  construction  can  travel  over  good  roads  with 
out  injuring  the  surface  and,  as  its  tracks  conform  to  the 


GENERAL 


SPECIFICATIONS    FOR    GASOLINE     ENGINE 
TRACTORS:    WHEEL    TYPES 


Drawbar  pull 


Overall  length 

Overall  width 

Turning  radius,  out 

side  edge  

Wheel  base  

Wheel  tread 

Weight  

Lighting  —  starting 

and  ignitii.-n 

Drive    

Speed — on  level.  .  . 
Frame 


3-wheel  type  4-wheel  type 

Motor  torque  and  drive  ratios  furnish  a  drawbar 
pull  ability  approximately  three  times  the  trac 
tive  ability  of  the  tires. 

126  in.  82   in.   to    156  in. 

46  in.  43    in.    to    56    in. 

96  in.  96  in.  to  135  in. 

78  in.  40    in.    to    84    in. 

40  in.  36   in.    to   47   in. 

2,450  Ib.  1,475  Ib.   to   5,400  Ib. 


Steer    

Transmission 


Motor    

Brake  


Clutch    

Axles   


Bearings 

Wheels    

Tires  

Fuel    

Warning  signals. 


Complete  lighting,  starting  and  ignition  system 
or  magneto  for  ignition  and  lighting  only. 

.Heavy  roller  double  side  chains,  internal  gear 
or  chain  from  jack  shaft  to  rear  wheel. 

.1  mi.  to  15  mi.  per  hour. 

.I-beam,  channel  or  angle,  with  or  without  spring 
support  at  either  or  both  ends. 

.Screw  and  nut  type,  or  knuckle  and  rod.  Wood 
or  metal  wheel  with  throttle  control. 

.Selective  type;  tw-o  or  three  forward  and  one 
reverse. 

.Four  cylinder;   four  cycle;   horizontal. 

.Foot  brake  and  hand  brake  direct  connected  to 
rear  wheels;  positive  contracting  on  transmis 
sion  or  internal  expanding. 

.Single  plate  or  dry  plate  multiple  disc  or  cone, 
or  multiple  steel  disc  in  oil. 

.Chrome  nickel  or  vanadium  steel,  round  or  I- 
beam  section. 

.Roller   or   ball. 

.Cast  steel  or  cast  iron  disc. 

.Solid   rubber   pressed    on. 

-Distillate,   gasoline   and   distillate   or   gasoline. 

.Mechanical  horn. 


GENERAL     SPECIFICATIONS     FOR     GASOLINE     ENGINE 
TRACTORS;    TRACKLAYING    TYPE 

Drawbar  pull Rated   12  lip.  at   the  coupling. 

Overall  length %  in. 

Overall   width 50  in. 

Traction  surface.  ...  >00_  sq.   in. 

Turning  radius ;2   in. 

Tread  >0tt   in. 

Weight    i,300  Ib. 

Speed  ^/2  mi.  per  hour. 

Frame   Two  side  frames  built  up  of  plate  and  angle  iron. 

Steer  Obtained  by  a  planetary  set  on  either  side  of  the 

differential. 

Drive  Through  bevel  gear  and  pinion;  first  reduction  to 

spur  gear  differential,  then  to  spur  gear  pinion, 
then  to  internal  gear  in  rear  wheel. 

Motor    Four  cylinder,   four   cycle,  horizontal. 

Fuel Gasoline,  kerosene   or   distillate. 

Transmission   Sliding  gear;  one  forward  and  one  reverse  speed. 

Brake  Hand  wheel  operated  brake  on  planetaries  through 

gear  set  and  screw-operated  brake  band  ends. 

Clutch  Single  disc — enclosed  in  flywheel,  foot  pedal  op 
eration. 

P.earings Roller,   plain,    thrust   or   ball. 


unevenness  of  the  ground,  it  can  travel  over  roads  the  con 
dition  of  which  would  be  a  very  serious  handicap  to  other 
types  of  tractors. 

Three  principal  types  of  gasoline  engine  tractors  are 
available. 

Three-Wheel  Type 

This  tractor  is  adapted  to  comparatively  light  service 
and  for  outdoor  service.  A  typical  example  is  hauling 
one  or  more  trailers  between  buildings  in  industrial  plants 
or  about  lumber  yards.  It  is  used  for  hauling  the  many 
forms  of  trailers  with  various  kinds  of  material  in  the 
process  of  manufacture  or  between  loading  and  unloading 
points.  The  three-wheel  type  is  similar  in  construction  to 
the  gasoline  engine  cargo  type  truck  except  the  chassis  is 
reversed  and  the  tractor  is  operated  with  a  single  steering 
wheel  ahead.  This  model  is  built  with  a  box  in  which  a 
fixed  ballast  load  is  carried  for  traction. 

A  modification  of  this  type  used  in  connection  with  a 
trailer  or  dolley  which  is  coupled  to  the  tractor  by  a  tow 
ing  hook  and  chain  is  useful  for  hauling  lumber  or  similar 


material.     It  is  fitted  with  a  bolster  attachment  that  car 
ries  one  end  of  the  load  which  is  securely  clamped  down 


Three-Wheel   Tractor 

to  the  bolster  to  prevent  it  from  slipping  or  moving  from 
position. 

Four-Wheel  Type 

This  type  is  lighter  in  weight  and  has  a  shorter  wheel- 
base  than  the  three-wheel  type.  The  latter  feature  makes 
possible  a  shorter  turning  radius  and  permits  easy  han 
dling  in  close  quarters.  The  driver's  seat  is  over  the  rear 
axle  and  is  so  placed  that  the  trailer  may  be  coupled  or 
uncoupled  readily  and  quickly  without  the  driver  leaving 
his  seat.  This  type  also  carries  a  ballast  load  for  in 
creased  traction. 

Another  form  of  this  type  which  is  a  heavier  machine 
with  a  longer  wheelbase,  is  used  for  the  general  applica 
tion  of  hauling  material  on  trailers.  In  one  style  the 
driver's  seat  is  over  the  rear  axle  while  in  another  style 
it  is  centrally  located.  The  latter  form  may  be  used  par 
ticularly  for  hauling  lumber  on  a  trailer  or  dolley  which 
is  coupled  to  the  tractor  by  a  towing  hook  and  chain.  For 
this  service,  it  may  be  fitted  with  the  same  bolster  at- 


Four-Wheel  Tractor 

tachment   and   the   same   method   of  holding  the  load   fol 
lowed  as  is  used  with  the  three-wheel  type. 

The  heavier  machine  in  either  style  is  often  used  to 
haul  or  push  about  a  plant  one  or  more  trailers  loaded 
with  material  the  weight  of  which  would  be  within  the 
capacity  of  the  load  carrying  truck  but  of  such  unwieldy 
nature  that  it  must  be  carried  on  a  trailer.  Such  material 
would  include  heavy  steel  bars  and  large  parts  of  ma 
chinery. 

Track-laying  Type 

This  tractor  is  used  for  intcrplant  haulage  for  short 
runs.  It  is  particularly  recommended  for  outdoor  haulage 


GASOLINE   ENGINE   TRACTORS 


535 


over  rough  roads  and  is  seldom  used  inside  of  buildings. 
It  is  specially  adapted  for  installations  in  lumber  yards, 
for  road  construction  and  in  several  branches  of  municipal 
work.  It  may  be  used  as  an  auxiliary  to  the  small  in 
dustrial  railroads  which  are  found  in  the  yards  of  many 
factories. 

While  it  is  not  as  flexible  as  the  storage  battery  type  it 
is  not  comparable  to  it,  inasmuch  as  it  has  a  very  different 
field  of  operation.  It  is  recommended  for  a  straight  haul 
to  one  point  of  destination,  and  for  heavy  work,  such  as 
hauling  several  wagons  or  trailers  heavily  loaded  with 
bulk  material  (sand,  ashes,  etc.)  The  wide  range  of  uses 
to  which  it  is  adapted  is  due  to  its  many  unique  features. 
It  has  a  track  laying  type  of  construction  and  carries 
and  lays  down  and  picks  up  its  own  tracks.  This  tractor 
develops  approximately  12  hp.  to  15  hp.  at  the  coupling 
and  with  the  added  feature  of  600  sq.  in.  to  800  sq.  in.  of 
traction  or  ground  contact,  gives  this  type  great  pulling 
force.  The  speed  is  comparatively  slow  being  limited  to 
3'/2  mi.  to  5*/2  mi.  per  hr.  Its  small  size  enables  it  to  pass 
througli  ordinary  factory  doors  for  picking  up  loads  to  be 
drawn  to  other  buildings.  It  can  pass  through  narrow 


aisles  and  other  places  where  a  larger  machine  cannot 
travel.  It  may  be  turned  around  in  a  12  ft.  circle  and  can 
negotiate  practically  a  right  angle  turn. 


Track-Laying  Tractor 

The  application  of  this  type  of  tractor  in  larger  sizes  for 
much  heavier  and  more  severe  service  and  for  longer  hauls 
is  covered  under  the  section  of  this  cyclopedia  devoted  to 
auto  trucks  and  tractors. 


Trailers 


Trailers  are  a  development  of  the  four-wheel  platform 
hand  trucks,  but  are  built  stronger  and  with  greater 
capacities  than  the  hand  trucks.  There  are  many  different 
forms  of  construction ;  wheels  of  various  six.es  and  types 
are  used.  The  platforms  are  of  hard  wood  often  fully 
protected  with  sheet  metal,  depending  upon  the  type  of 
trailer  and  the  class  of  service.  The  trailers  arc  equipped 
with  special  couplers  as  an  aid  in  trailing  and  to  reduce 
the  outward  or  inward  creep  when  turning  corners.  Trailers 
may  be  used  as  hand  trucks  under  certain  conditions. 

It  will  be  found  in  many  places  that  aside  from  the  sav 
ing  shown  in  labor,  time  and  money,  by  the  use  of  trailers 
in  trailer  trains  with  a  tractor,  the  handling  of  the  ma 
terial  can  be  reduced  to  a  minimum.  This  is  made  possi 
ble  by  providing  a  sufficient  number  of  trailers  so  that 
material  may  be  kept  on  them  until  it  is  required  elsewhere. 

The  accompanying  table  shows  the  four  most  used  types, 
and  the  adaptability  of  each  type  to  the  various  kinds  of 
work.  The  importance  of  using  the  proper  trailer  for  the 


A  more  detailed  description  of  the  various  types  of 
trailers  follows: 

Four- Wheel  Steer  Type 

This  type  serves  best  where  accurate  trailing  is  a  prime 
requisite.  It  is  particularly  efficient  in  industrial  plants 
where  the  aisles  are  narrow  because  of  its  accurate  trail 
ing  in  long  trains,  and  when  making  extremely  sharp 
turns.  It  is  also  well  adapted  to  warehouse  and  freight 
depot  haulage. 

When  furnished  with  a  reversible  coupler,  time  is  saved 
because  the  tractor  can  be  coupled  to  cither  end.  This  is 
often  a  decided  advantage. 

Capacity— 6,000  Ib. 

Caster   Type 

.  This  type  is  recommended  for  use  at  docks,  wharves,  and 
freight  terminals  and,  in  industrial  plants.  It  gives  good 
service  where  accurate  trailing  is  not  the  primary  con 
sideration.  It  handles  in  trains  better  than  the  filth-wheel 


TYPES    OF    TRAILERS    RECOMMENDED    FOR    VARIOUS    CLASSES  OF   WORK 


Good    for    rough    runways.    (9    tons    to    12    tons   on 
' 


Class    of    Work 
Accurate  trailing 
Reversible  trailers 
Heavy    power   hauling. 

two   or   three   trailers')  .............................................. 

Heavy  or  light  power  hauling.     Good  runways.      (9  tons  to   12  tons  on  four 

or    more    trailers)  .................................................. 

Heavy   power  hauling.     Rough  runways  and  dirt  floors.      (9  tons  to   12  tons 

on    four    or    more   trailers  )  .......................................... 

Light    power    hauling  ;    dirt    floors  ........................................ 

Power  hauling  in  conjunction  with  considerahle  hand  haulage.  ....  ......... 


1st  Choice 
4-wheel  steer 
4-wheel  steer 

2nd  Choice 
Caster 
Balanced 

Sth-wheel 

•4-wheel  steer 

4-wheel  steer 

Caster 

4-wheel   steer 
4-wheel  steer 

Sth-wheel 
Sth-wheel 

3d  Choice 
Sth-wheel 


Balanced 
5th-wheel 


4th  Choice 
balanced 


rower  hauling  in  conjunction  with  considerable  band  nauiage. I  aster  Sth-wneel  Balanced 

Hand  haulage,   light  loads,  good  runways Caster  trucks     Balanced  trucks  Sth-wheel  trucks 

Hand  haulage,  heavy  loads  on  dirt  floors Sth-wheel   trucks 


work  in  hand  has  already  been  brought  out  in  the  discussion 
of  tractors.  The  success  of  a  tractor-trailer  system  often 
depends  on  the  type  of  trailer  used. 

Trailers  will  creep,  depending  on  the  radius  of  the  turns, 
the  weight  of  the  loads  and  the  condition  of  the  runways. 
Assuming  7  ft.  runways  placed  at  right  angles — four- 
wheel  steer  trailers  give  practically  perfect  trailing ;  caster 
trailers  will  creep  from  3  in.  to  4  in.  each ;  fifth-wheel 
trailers  creep  from  7  in.  to  10  in.  each,  and  balanced 
trailers  with  cross  chain  connections  will  creep  outward 
7  to  10  in.  each.  On  turns  of  longer  radius  the  creep  will 
decrease. 


or  balanced  types.  If  used  on  rough  ground  the  small 
wheels  which  must  necessarily  be  used  make  hauling  diffi 
cult;  it  can,  therefore,  only  be  used  on  smooth  floors. 
This  type  is  designed  with  platforms  of  many  different 
sizes  and  with  varied  heights  from  the  floor.  Some  forms 
have  side  and  end  stake  pockets  and  are  provided  with  steel 
pipe  end  racks,  or  hardwood  end  or  side  racks. 
Capacity— 5,000  Ib. 

Fifth-Wheel  Type 

The     fifth-wheel     trailer    is     recommended     for    hauling 
heavy  loads  over   rough   ground,   where   there   is   sufficient 


536 


INDUSTRIAL   TRUCKS,   TRACTORS  AND   TRAILERS 


Fifth-Wheel   Trailer 


Box  Trailer 


Caster  Trailer 


Low  Platform   Trailer 


Four-Wheel   Steer   Trailer 


Balanced  Trailer 


Baggage  or  Express  Trailer 


Dump  Body  TraiUr 


TRAILERS 


537 


hand    trucking    to    be    a    factor    in    planning    the    haulage 
system ;  they  should  be  hauled  in  short  trains. 
Capacity— 10,000  Ib. 

Balanced  Type 

This  type  is  particularly  adapted  to  general  factory  work 
where  considerable  hand  trucking  is  done.  As  the  load  is 
balanced  on  the  two  large  central  wheels,  a  minimum 
amount  of  effort  is  required  to  swing  it  to  its  center,  or 
to  push  it.  It  is  recommended  for  heavy  loads  if  smooth 
runways  are  provided ;  it  may  be  used  to  the  best  ad 
vantage  when  handled  one  at  a  time.  This  type  should  not 
be  hauled  in  long  trains  because  of  the  excessive  side  swing ; 
this,  however,  can  be  reduced  by  using  cross  chain  con 
nections. 

Capacity— 8,000  Ib. 

Baggage  or  Express  Type 

This  type  is  adapted  for  use  at  freight  and  express  sta 
tions.  It  is  furnished  with  fifth-wheel  steer  and  with  a 
high  platform  from  20  inches  to  35  inches  from  the  ground ; 
the  wheels  vary  from  18  inches  to  28  inches  in  diameter. 
Hardwood  racks,  which  are  temporarily  or  permanently 
fastened  at  each  end,  aid  greatly  in  carrying  loads  that 
must  be  piled  high  since  many  of  the  packages  are  bulky 
rather  than  heavy. 

Side  rails  slanting  outward  from  the  edge  of  the  plat 
form  may  also  he  furnished  to  prevent  milk  cans  and 
similar  loads  from  sliding  off. 

Low  Platform  Type 

The  frame  on  this  type  is  underslung  to  give  extremely 
low  loading  heights  and  is  necessarily  furnished  with  two 
wheels  of  a  small  diameter.  This  type  therefore  is  recom 
mended  for  short  hauls  and  on  smooth  floors  and  road 
ways. 

Capacity— 5,000  Ib. 

The  cotton  trailer  is  a  modification  of  this  type.  This 
trailer  consists  of  a  narrow  frame,  of  light  but  strong 
and  rigid  construction,  without  a  platform  and  long  enough 
to  carry  three  bales  side  by  side.  The  four  wheels  are 
of  the  same  size  and  the  frame  is  a  convenient  height  from 


the  floor — low  enough  when  the  trailer  is  placed  near  the 
hales  to  permit  them  being  readily  tipped  over  on  it. 

Dump  Body  Type 

This  type  of  trailer  is  similar  in  construction  to  the 
fifth-wheel  or  caster  type  but  is  of  strong  and  rugged  con 
struction  for  heavy  service.  It  is  equipped  with  about  a 
one  cubic  yard  capacity  V-dump  body,  for  hauling  bulk  or 
loose  material. 

Box   Type 

This  type  is  used  to  move  heavy  loads,  such  as  boxed 
pianos,  crated  machinery,  large  and  heavy  cases,  or  heavy 
castings,  and  in  other  places  where  it  is  an  advantage  to 
be  required  to  lift  the  load  only  hinh  enough  to  place  the 
truck  under  it.  It  has  the  center  wheels  so  placed  that  the 
load  may  be  balanced  in  turning;  it  also  has  steel  points  in 
the  frame  to  prevent  the  load  from  slipping.  This  type 
acts  as  a  roller  except  that  the  roller  is  in  the  form  of 
wheels  fastened  to  a  frame. 

A  modification  of  the  box  type  is  the  dolley,  which  has 
a  heavy  flat  faced  meta!  roller  in  the  center  of  a  rectangular 
metal  or  wooden  frame. 

The  timber  dolley  has  a  much  larger  frame  and  is  used 
for  longer  hauls.  The  frame  of  this  type  is  built  in  many 
forms,  is  higher  from  the  ground  and  is  fitted  with  two 
large  wheels. 

Wheels  for  Trailers 

Many  of  the  above  mentioned  types  of  trailers  are  some 
times  furnished  with  rubber  tires  or  cushion  tired  wheels 
for  special  service.  This  is  not  recommended  for  general 
service  owing  to  the  added  expense  of  operation  caused  by 
the  rapid  wear  usually  resulting  from  the  condition  of  the 
roadway  and  floors.  Rubber  tired  wheels  for  trailers  that 
operate  in  places  not  fully  protected  from  the  weather  are 
likely  to  give  considerable  trouble  in  wet  or  damp  weather 
when  the  floors  or  roadways  become  more  or  less  slippery. 
However,  the  rubber  tired  wheels  may  be  used  to  advantage 
where  material  is  moved  over  good  floors  and  where  quiet 
operation  is  essential,  as  in  carpet  mills,  large  wholesale 
houses,  department  stores,  post  offices  and  public  build 
ings. 


Platforms,  Containers  and  Accessories 


In  connection  with  the  movement  of  materials  from  one 
point  to  another  as  different  manufacturing  operations  are 
performed  and  through  inspecting,  assembling,  storing  and 
packing  processes,  various  types  of  boxes,  barrels,  platforms, 
racks,  bins,  shelving  and  other  containers  are  employed. 
Formerly  these  devices  were  invariably  of  wood  and  usually 
home  made  affairs,  but  with  the  increasing  tendency  to 
specialization  a  number  of  important  manufacturing  com 
panies  now  devote  their  whole  facilities  to  the  making  of 
such  accessories.  Steel  has  very  generally  replaced  wood 
for  containers  although  it  is  still  commonly  used  for  plat 
forms,  and  a  large  number  of  highly  perfected  designs  of 
all  these  devices  are  now  available  from  which  a  choice 
can  be  made  to  meet  the  widely  different  requirements  which 
exist  in  various  plants. 

Skid  Platforms 

The  development  of  the  skid  platform  has  followed 
naturally  the  perfection  of  the  hand  lift  and  the  elevating 
platform  and  tiering  types  of  power  driven  industrial  trucks 
and  has  increased  greatly  the  range  of  application  of  these 


trucks.  In  fact  the  successful  results  obtained  in  many 
places  where  such  trucks  are  used  has  frequently  depended 
as  much  upon  the  proper  design  and  application  of  the  plat 
forms  to  the  local  requirements  as  upon  the  selection  of  the 
trucks  themselves. 

By  the  use  of  a  sufficient  number  of  properly  designed 
platforms,  material  is  kept  off  the  floors,  aisles  are  kept 
clear,  a  smaller  amount  of  floor  space  is  required,  the 
amount  of  handling  and  the  possibility  of  damage  are  les 
sened,  material  in  the  process  of  manufacture  is  ready  at  all 
times  to  be  moved  instantly  without  waiting  for  laborers  to 
load  the  truck  and  without  loss  of  time  by  the  truck  and 
its  operator  while  waiting  for  loading.  In  fact  many  of  the 
items  entering  into  manufacturing  costs  can  be  reduced  by 
their  use.  Skid  platforms  are  not  only  valuable  in  hand 
ling  material  while  in  process  of  manufacture  and  when 
it  is  to  be  used  immediately  upon  delivery,  but  have  also 
proven  particularly  economical  in  handling  material  to  stor 
age  when  the  entire  load  is  to  be  held  for  a  considerable 
period.  In  this  case  the  use  of  platforms,  which  are  quite 
inexpensive,  saves  labor  cost  which  is  ever  increasing. 


538 


INDUSTRIAL  TRUCKS,   TRACTORS  AND   TRAILERS 


Typical  Forms  of  Skid  Platforms 


SKID   PLATFORMS 


539 


In  the  basic  forms  the  skids  consist  of  a  plain  platform 
of  wood  or  steel  with  four  legs  of  a  proper  height  to  suit 
the  style  of  truck.  Standard  lengths  of  legs  are  6'/>  in., 
7H  in-f  9H  in.,  and  W/2  in.,  which  range  covers  practically 
all  of  the  trucks  in  common  use.  The  legs  may  be  of  wood 
but  greater  durability  is  obtained  by  the  use  of  pressed  steel, 
structural  steel  or  cast  legs.  The  platform  is  usually  of 
wood  although  sheet  steel  is  sometimes  preferable,  as  when 
hot  materials  are  to  be  handled.  In  another  form  the  plat 
form  and  legs  arc  formed  of  pressed  steel  in  one  piece.  For 
foundry  use  both  legs  and  platform  are  often  made  of  cast 
iron.  Platforms  are  ordinarily  from  24  in.  to  4S  in.  wide 
and  from  30  in.  to  72  in.  length  and  in  some  instances  even 
longer. 

Plain  platforms  meet  all  of  the  requirements  in  many 
places.  In  wood  working,  printing,  paper  box,  metal  manu 
facturing,  leather  and  other  industries  they  are  used  for 
handling  Hat  pieces  of  wood,  paper,  sheet  metal,  flat  bars 
and  leather ;  in  warehouses  and  various  manufacturing  in 
dustries  for  bags  and  sack  goods ;  in  wholesale  houses  and 
other  places  for  boxes,  packages  and  cases  and  also  for 
the  handling  of  large  pieces  such  as  machines,  stoves 
engines,  radiators,  automobile  bodies  and  pianos. 

The  usefulness  of  platforms  can  be  greatly  extended  by 
the  addition  of  fixed  boxes  which  by  the  use  of  built  up 
sides  can  be  made  of  any  desired  depth,  or  by  the  use  of 
removable  sides  or  ends  can  be  readily  unloaded;  by  the  ad 
dition  of  stakes  which  permit  objects  to  be  piled  to  a  con 
siderable  height  without  rolling  off;  by  the  use  of  pins  or 
posts  for  holding  a  large  number  of  pieces  which  have  a 
hole  in  the  center,  such  as  gears,  pulleys,  hand  wheels  and 
phonograph  discs ;  by  racks  of  various  kinds  for  holding 
rolls  on  arbors,  cores  in  foundries,  boxes  of  parts  in  machine 
shops,  crank  axles  and  automobile  tires ;  by  cradles  for 
large  rolls  as  well  as  by  various  other  attachments  to  meet 
local  conditions.  In  some  places  it  has  been  found  con 
venient  to  mount  dump  bodies  or  ladles  on  platforms  or 
even  portable  cranes,  derricks  or  sections  of  gravity  con 
veyors  so  that  they  can  be  quickly  moved  to  points  where 
they  are  needed.  Kven  fragile  articles  such  as  green  tile, 
crockery,  glassware  and  cases  of  bottles  may  be  handled 
satisfactorily  on  the  platforms  if  the  truck  bodies  are 
equipped  with  spring  frames. 

One  of  the  most  commonly  used  platforms  is  simply  a 
strongly  constructed  wooden  flooring  supported  by  two 
uprights  or  skids  securely  fastened  to  it.  The  uprights  or 
skids  do  not  always  touch  the  floor  the  full  length  but  fre 
quently  are  cut  back  part  of  the  way  so  that  the  platform 
rests  on  the  floor  at  four  places.  The  length  and  breadth 
of  the  platform  should  be  of  such  dimensions  as  recom 
mended  for  the  particular  hand  or  power  trucks  with  which 
it  is  to  be  used.  The  distance  between  the  supports  and  the 
height  of  the  supports  should  be  sufficient  to  provide  plenty 
of  clearance  to  permit  the  truck  to  be  easily  placed  in  posi 
tion  between  them  and  under  the  top.  A  small  chamfer  on 
the  inside  vertical  edge  of  the  uprights  is  sometimes  used  to 
further  assist  the  quick  placing  of  the  truck.  The  proper 
heights  of  the  platforms  from  the  floor  permits  them  to  be 
used  interchangeably  with  either  power  or  hand  truck  which 
is  often  a  very  great  advantage. 

Staples  are  often  driven  in  the  bottom  of  the  skids  or 
legs  which  strengthens  them  and  also  prevents  the  plat 
forms  from  wearing  on  the  bottom.  In  some  cases  four 
small  malleable  iron  shoes  are  bolted  to  the  lower  part  of 
the  upright  that  rests  on  the  floor.  These  shoes  take  the 
wear  and  greatly  increase  the  life  of  the  platform.  The 


platforms  are  often  covered  with  light  ga.nr  .sheet  Mn-1  if 
the  material  handled  is  of  such  nature  as  to  wear  rapidly 
or  injure  the  tops  of  the  platforms. 

Where  platforms  undergo  hard  usage  or  arc  used  in  hot 
places  or  for  moving  material  detrimental  to  wooden  con 
struction,  there  is  often  real  economy  in  using  steel  frame 
platforms.  This  construction  eliminates  repair  costs  and 
therefore  proves  more  satisfactory  and  economical.  Usually 
the  frame  is  made  of  angle  iron  thoroughly  braced  and 
riveted  or  bolted  while  the  legs  have  broad  feet  to  pre 
serve  the  floors.  In  another  form  the  angle  iron  may  be  of 
smaller  section  but  using  more  pieces  in  the  construction 
and  one  piece  is  bent  to  a  V  form  for  each  of  the  feet. 
Kithcr  of  these  frames  are  used  without  tops  for  many  ap 
plications  but  metal  or  wooden  tops  or  one  of  the  many 
special  forms  can  readily  be  tolled  to  them.  Another  type 
which  contains  great  strength  and  lightness  is  a  plain  or 
corrugated  pressed  steel  platform  of  one  piece  with  ends 
bent  to  form  the  sides  or  skids.  The  cast  iron  platform  is 
another  form  used  in  main-  foundries  as  they  are  easily 
made  and  possess  considerable  strength. 

A  steel  rack  type  platform  which  may  be  constructed  in 
many  different  heights  and  with  shelves  is  used  in  some 
foundries  for  drying  and  handling  cores.  The  cores  are 
placed  on  the  metal  racks  direct  from  the  moulding  bench 
and  are  not  handled  again  until  they  come  out  of  the  oven. 
This  eliminates  damage  from  rchandling  and  enables  a  maxi 
mum  number  of  cores  to  be  baked  at  one  time.  Tin  rack 
type  platform  is  also  used  in  bakeries,  japanning  works  and 
for  handling  hot  forgings  or  long  steel  material  in  ovens  as 
well  as  for  dipping  and  quenching. 

In  another  modification,  a  rack  platform  fitted  with  V 
forms  is  used  for  holding  short  round  material,  castings, 
tubes,  bar  stock,  crank  shafts  and  heavy  spindles  and  which 
it  is  not  desirable  to  pile  on  flat  platforms.  Rack  type 
platforms  are  also  very  often  used  for  moving  tote  boxes, 
light  parts  such  as  bicycle  fenders,  wheel  forVs  and  rolls 
of  cloth  or  rubber  or  other  material  in  cases  where  it  is 
possible  to  run  a  bar  or  pipe  through  the  center  of  the  roll. 

The  saddle  type  platform  is  constructed  with  a  steel  or 
wooden  saddle  fastened  to  the  platform.  This  type  is  used 
for  large  round  bar  stock  and  for  heavy  pieces.  The 
pole  type  is  used  for  moving  collars,  pulleys,  rings,  tubes, 
gears  and  castings.  The  platform  with  stakes  is  used  for 
holding  short  lengths  of  lumber  and  strip  material  which 
must  be  supported  at  the  sides.  Supports  can  easily  be 
fastened  to  the  platform  to  handle  such  loads.  The  table 
t\pc  is  in  common  use  for  assembling  machines  when  parts 
from  stock  are  placed  on  the  lower  shelves  after  which  the 
table  is  moved  to  the  assembly  room,  to  the  testing  floor, 
and  on  to  painting  and  shipping  room. 

In  the  sectional  type  platform  the  height  of  the  box  is 
adjustable  and  can  be  readily  changed  using  whatever  num 
ber  of  sections  are  necessary.  This  type  is  often  used  for 
various  quantities  of  small  machine  parts.  Often  the  sec 
tions  are  provided  with  hinges  in  the  four  corners  so  that 
the  boxes  are  collapsible.  This  feature  is  very  convenient 
where  there  is  occasion  to  transport  empty  boxes  for  they 
can  be  folded  and  a  large  number  piled  on  a  platform.  In 
some  industries  like  soap  manufacturing  a  circulation  of 
air  is  desirable  through  the  material.  In  such  cases  the  box 
sections  are  usually  made  of  slats  or  crating.  The  pipe 
frame  sectional  platform  is  often  used  with  a  bin  or  box 
shaped  container  held  between  the  four  uprights.  The 
ends  of  the  pipe  uprights  have  a  ball  and  socket  type  con 
struction  so  that  one  platform  can  be  assembled  on  another, 


540 


INDUSTRIAL   TRUCKS,   TRACTORS  AND   TRAILERS 


the  ball  in  the  bottom  of  the  uprights  of  one  platform  rest 
ing  in  the  socket  in  the  top  of  the  uprights  of  the  other. 

Live  Platforms 

If  wheels  are  put  under  any  of  the  numerous  forms  of 
skid  platforms  they  then  become  live  platforms  in  the  sense 
that  they  can  be  moved,  pushed  or  pulled,  either  empty  or 
loaded,  without  being  lifted,  by  a  hand  or  a  power  truck. 
The  added  flexibility  obtained  by  the  addition  of  wheels  is 


Live  Platform 


often  of  material  value.  Live  platforms  can  be  pushed  by 
hand  from  one  machine  to  another  and  can  be  turned  so  as 
to  be  in  just  the  right  position  for  a  hand  lift  or  elevating 
platform  power  truck  to  pick  them  up  and  transfer  them  to 
another  department  or  some  distant  point. 

For  greater  ease  in  turning  live  platforms  should  be 
equipped  with  caster  wheels  in  front  and  with  larger  rigid 
wheels  in  the  rear.  Live  platforms  are  not  suitable  for 
trailers  and  should  not  be  hauled  by  tractors. 

Shop  Boxes 

Shop  boxes,  commonly  called  tote-boxes,  are  extensively 
used  in  machine  shops,  forge  shops,  foundries,  press  rooms 
and  many  other  metal  working  and  industrial  plants  for 
handling  small  parts  in  the  course  of  manufacture  from  one 
operation  to  another.  These  containers  were  formerly  made 
of  wood,  usually  reinforced  by  steel  strips,  but  are  now  al 
most  universally  made  of  sheet  steel.  They  are  obtainable 
in  many  shapes  and  sizes,  two  of  the  most  commonly  used 
types  being  shown  in  the  accompanying  illustration. 

Taper  side  boxes  have  an  advantage  in  that  when  empty 
a  number  of  them  can  be  nested  together  and  returned  to 
be  filled  again.  The  most  commonly  used  sizes  are  from 
16  in.  to  22  in.  long  and  from  10  in.  to  12  in.  wide  at  the 
top  and  about  6  in.  deep. 

Straight  side  boxes  are  frequently  provided  with  corner 


filling  pieces,  stacking  rails  or  other  devices  which  makes 
it  possible  to  stack  such  loaded  boxes  six  to  ten  high  for 
transportation  on  skid  platforms  or  on  industrial  trucks. 
Such  boxes  are  usually  from  16  in.  to  24  in.  long,  10  in.  to 
12  in.  wide  and  from  5  in.  to  6  in.  deep. 

Shop  boxes  should  be  reinforced  around  the  top  by  the 
metal  being  folded  back,  or  by  a  strip  of  angle  or  band  iron. 
Handles  are  frequently  made  of  sheet  metal  folded  to  a 
shape  convenient  to  the  hand  and  electric  welded  to  the  ends 
of  the  box.  A  J4  m-  or  1  in.  hole  is  usually  provided  in 
the  center  of  the  handle  so  that  the  box  may  be  pulled 
around  on  the  floor  by  means  of  a  hook.  Special  boxes  may 
be  provided  with  round  forged  rigid  handles,  with  draw  pull 
or  with  drop  handles.  For  severe  service  shop  boxes  are 
frequently  provided  with  reinforcements  on  the  bottom 
which  serve  as  runners. 

Shop  boxes  may  be  provided  with  ladle  holders  on  the 
end,  with  holders  for  an  inventory  card  on  the  inside,  or 


Shop  Boxes 


with  pockets  for  holding  slugs  or  shot  so  that  the  weight 
can  be  adjusted  to  an  exact  amount  for  greater  ease  in 
weighing  the  contents  or  obtaining  the  number  of  pieces 
from  the  weight. 

Small  steel  shelf  and  bench  boxes,  for  keeping  together 
small  parts,  are  almost  indespensible  on  the  assembler's 
bench  and  in  many  other  places  in  the  factory.  These 
boxes  are  often  constructed  with  fixed  or  removable  parti 
tions,  or  with  compartments  that  are  adjustable.  A  lining 
of  wood,  fiber  or  straw-board  is  sometimes  advisable  for 
protection  to  delicate  instruments. 

Many  other  forms  of  boxes,  pans,  and  trays  are  also  ex 
tensively  used  in  the  handling  of  different  materials  in 
manufacturing  plants. 

Steel  racks  for  holding  shop  boxes  and  parts  together  with 
shelving  and  bins  also  are  employed  extensively  in  store 
rooms,  tool  rooms  and  shops. 


Typical  Methods  of  Moving  Material 


Material  must  be  mobile  at  all  times  to  save  floor  space, 
increase  productive  capacity  and  keep  a  brief  check  on  the 
commodity  in  transit  through  the  factory  or  in  a  ware 
house. 

It  is  possible  to  install  a  system  employing  power  trucks, 
or  tractors  and  trailers,  whereby  the  material  in  course  of 
manufacture  in  an  industrial  plant,  or  in  the  course  of 
transit  at  marine  or  railroad  terminals,  is  kept  on  wheels 
or  platforms  and  is  ready  to  be  moved  quickly  and  with  a 
minimum  amount  of  handling. 

Several  systems  for  the  movement  of  material,  making 
use  of  the  elevating  platform  power  truck  with  skid  plat 
forms  and  the  tractor  with  its  trailing  load,  are  described 
on  the  following  pages : 

Movement  of  Material  with  Storage  Battery 

Trucks 

Following  is  a  brief  description  of  the  operation  of  the 
industrial  truck  and  the  method  of  moving  material  by  it. 


It  is  assumed  that  the  weight  and  class  of  commodity  and 
factory  layout  are  as  follows : 

The  material  to  be  moved  is  finished  paper  products.  It 
is  of  one  class,  packed  in  pasteboard  containers  of  uniform 
size.  A  container  in  which  this  material  has  been  packed 
weighs  approximately  SO  Ib.  The  floors  of  the  packing 
room,  stock  room  and  the  platform  adjacent  to  the  rail 
road  are  all  on  the  same  level.  The  platform  outside  the 
building  is  adjacent  to  three  railroad  cars.  The  movement 
of  material  is  from  the  packing  room  to  the  stock  room 
for  storage,  or  to  the  railroad  car  for  shipment. 

It  must  first  be  decided  which  type  of  industrial  truck 
is  best  adapted  for  this  particular  service.  The  quantity 
of  material  to  be  moved  would  not  keep  gangs  of  men 
busy,  loading  or  unloading.  The  system  of  keeping  the 
stock  on  trailers  would  tie  up  expensive  equipment.  For 
these  reasons,  the  tractor-trailer  system  is  not  recom 
mended. 

The    use    of    the    load    carrying    straight    platform    type 


METHODS   OF   MOVING   MATERIAL 


541 


truck  would  require  the  load  to  be  lifted  to  the  platform 
of  the  truck,  then  lifted  again  \\  hen  unloaded  in  the  stock 
department.  If  it  is  required  to  be  moved  from  this  posi 
tion  to  the  railroad  car  it  is  again  lifted  to  the  platform 
of  the  truck  and  then  unloaded  in  the  freight  car.  This 
extra  handling  entails  expense  and  labor  which  may  be 
saved  if  a  different  method  is  adopted. 

The  weight  of  the  loads  is  such  as  to  permit  them  to  be 
moved  readily  by  an  elevating  hand  truck  but  the  length 
of  haul,  approximately  75  ft.,  is  beyond  the  economical 
limit  for  operating  this  type  of  truck.  Therefore  the 
elevating  platform  power  truck  and  a  number  of  skid  plat 
forms  are  recommended. 

The  material  that  enters  the  factory  in  unfinished  condi 
tion  passes  through  the  various  processes  of  manufacture 
and  then,  in  a  pasteboard  container,  passes  oxer  a  gravity 
conveyor,  from  the  finishing  floors  above  to  a  table.  Here 
it  is  finally  sealed  and  weighed  and  made  ready  for  stock 
or  shipment. 

Several  wooden  skid  platforms  are  provided  on  which 
the  containers,  after  being  weighed  and  sealed,  may  be 


elevating  platform  truck  and  skid  platforms,  is  outlined  in 
the  diagram. 

The  Trailing  Load 

The  tractor-trailer  train  works  to  the  best  advantage 
where  two  or  three  "trailer  fleets,"  consisting  of  one  or 
more  trailers,  are  used.  While  the  tractor  is  moving  one 
fleet,  a  second  fleet  is  being  loaded  and  a  third  is  being 
unloaded.  In  this  way  the  loaded  or  empty  trailers  are 
always  ready  for  transfer  and  very  little  time  is  lost  other 
than  that  required  for  unhooking  or  hooking  the  load  and 
making  up  a  train. 

Three  places  where  the  tractor-trailer  system  has  proven 
especially  well  adapted  are  marine  terminals,  railroad 
terminals  and  large  industrial  plants.  The  substitution  of 
this  type  of  mechanical  for  a  manual  means  for  handling 
material  at  such  places  has  accomplished  two  highly  de 
sirable  results.  First,  it  has  eliminated  congestion,  and 
second,  it  has  saved  time  for  the  truckman  who  often  had 
to  wait  in  line  for  hours  at  a  time  at  an  unloading  point 
of  a  railroad  or  transfer  terminal.  The  workman  in  an 


' 



Loading 
Tables 

i 

^x                                Stock  Stored  on 
N        \                              Skid  Platforms 

t         «      1            t- 

^  Skid  Platforms  Tiered  Thus 
'  using  minimum  floor  space 
but  always  convenient  for 

Ele  va  ting  Platform 
Truck  with  empty" 
Skid  Platform 

\\>n        J     i 

w  / 
.  i                                  / 

i     ',                           Loaded  Skid  Platforms 

Loading 
Tables 

V     l                       _.  •-         taken  from  sfocA     ^i       1 

\     . 
\     i 

i     \    L                                                                     J.^J 

\      LJ  E3- 

—  •*"* 

]     ^'VX             J     /              \ 

,-'V 

f       '                                                    1                                                       \ 

1 
,/i,                           ,  !  ,                            L 

i 

^v      r 

l_          J 

Railroad  Cars  to  be  loaded 
Typical  Elevating  Platform   Truck  Operation   in   an  Industrial  Plant 


piled.  Each  platform  is  loaded  with  an  average  of  about 
48  of  these  boxes— an  average  load  of  2,000  Ib.  When  the 
skid  platform  is  thus  loaded  the  power  truck  lifts  the  load 
and  platform  and  carries  it  to  the  stock  room  or  directly 
to  the  railroad  car.  If  it  is  placed  in  the  stock  room  the 
material  is  ready  to  be  moved  again  without  rehandling. 
If  it  is  moved  directly  to  the  car  the  skid  platform  may  be 
placed  at  a  convenient  point  in  the  car  so  as  to  be  readily 
unloaded  by  the  workmen.  The  empty  platforms  are  re 
turned  by  the  power  truck  to  the  same  loading  table  or  to 
a  similar  table  in  the  packing  room,  where  they  are  left  to 
be  loaded  and  the  truck  is  again  available  for  moving  the 
loaded  platforms.  The  movement  of  the  material,  using  an 


industrial  plant  was  seriously  handicapped  in  his  work  by 
the  delay  in  the  delivery  of  material  to  his  machine,  be 
cause  of  the  slow  and  inefficient  method  of  handling  by 
the  old  trucking  system. 

It  is  the  manner  in  which  tractors  and  trailers  are  used, 
rather  than  the  equipment  itself,  that  has  much  to  do  with 
the  great  savings  which  have  been  secured.  For  instance, 
at  a  terminal  where  a  successful  tractor-trailer  installation 
has  been  made,  two  requirements  are  necessary.  In  the 
first  place  the  shape  and  height  of  the  unloading  platform 
and  the  yards  where  the  trailing  trains  are  formed  have 
much  to  do  with  the  successful  operation.  In  the  second 
place,  the  manner  in  which  the  trailers  are  disposed  of  is 


542 


INDUSTRIAL  TRUCKS,   TRACTORS  AND   TRAILERS 


highly  important — that  is,  the  method  of  making  up  trail 
ing  trains  and  despatching  them,  and  the  proper  "spotting" 
so  that  there  are  always  some  trailers  in  such  a  position 
that  they  can  he  loaded  or  unloaded  with  a  minimum  of 
labor. 

Railroad  Marine  Terminal 

At  a  marine  terminal  the  layout  and  operation  would  be 
about  as  follows : 

The  floor  is  raised  on  the  street  side,  and  at  the  front 
of  the  building,  forming  a  platform  the  same  height  as 
the  platform  on  the  large  trucks  and  wagons  on  the  street. 
The  trailers  are  backed  up  to  the  other  side  of  the  plat- 


made  up  into  trains  of  from  three  to  six  or  more  trailers. 
After  a  full  train  has  been  made  up,  the  electric  tractor 
draws  it  out  through  one  of  the  four  gates  in  the  parti 
tion  dividing  the  waterside  of  the  head-house  from  the  in 
side  end  of  the  slip  and  up  a  ramp  onto  the  platform  on 
the  car-float  between  the  two  lines  of  six  cars  each. 

As  the  tractor  runs  down  the  car-float  platform  it  drops 
off  the  trailers  as  it  passes  the  doors  of  the  cars  into  which 
the  goods  they  carry  are  to  be  loaded.  Each  trailer  is 
pushed  inside  of  the  freight  car  by  stowers  who  unload  it 
and  pack  the  freight  into  the  car.  The  empty  trailer  is 
then  pushed  back  on  the  platform  and  later  is  picked  up 
by  the  tractor  on  a  return  trip  and  is  carried  back  to  its 


Forming  Train  of 
Loaded  Cars 


Typical  Tractor  Operation  in  a  Railroad  Marine  Terminal 


form  and  each  trailer  is  marked  with  a  car  destination  or 
number;  this  arrangement  makes  unloading  easier  and 
faster.  The  freight  is  taken  from  the  wagons  or  large 
trucks,  is  weighed  on  the  platform  and  is  then  placed  on  a 
trailer  marked  for  the  proper  freight  car. 

After  the  trailers  have  been  fully  loaded,  they  are  drawn 
from  the  edge  of  the  platform  by  a  tractor  acting  as  a 
"spotter"  and  down  into  the  flat  yard  where  they  are  later 


first  position  against  the  unloading  platform  under  its  proper 
number. 

If  the  freight  is  in  full  wagon  lots  going  directly  to  the 
cars  for  carload  shipments,  the  goods  are  unloaded  directly 
from  the  wagon  or  motor  truck  onto  trailers  which  have 
been  pulled  up  the  ramps  onto  the  platform,  where  they 
may  be  loaded  at  one  operation.  After  they  have  been 
loaded,  they  are  taken  over  the  automatic  floor  scales  and 


METHODS   OF   MOVING   MATERIAL 


543 


weighed,  after  which  they  are  handled  in  the  same  manner 
as  the  1.  c.  1.  shipments. 

Railroad  Terminal 

The  layout  and  operation  of  a  tractor-trailer  system  at 
a  railroad  terminal  would  be  somewhat  as  follows : 


The  average  tractor  train  consists  of  eight  trailers  with 
an  average  load  of  four  tons.  Tin-  number  of  trailers  per 
train,  however,  is  increased  -mm-what  for  a  straight  run 
or  in  a  train  consisting  of  light  trailers  only.  Each  train 
is  operated  by  a  motorman  and  a  man  who  couples  or  un 
couples.  Two  men  load  the  trailer  in  the  car  and  it  is 


The   two   large   platforms   arc  joined   at   the   center   and       then  pushed  from  the  car  to  the  platform,  and  each  package 


f  Freight  Ci 

V3\ 

=1           H           H           H           t=      =\           1= 

=1          H           1= 

1         H         II 
i  ii  ii  — 

ti         ti         H         H 

u  u  u  u  — 

~~H  H  H  H  1 

W  U  H  H  1 

Empty 
Trai/ei  
Train 

1  

—  -O^CXZXZX^C"-" 

•\f 

\> 

XT 

O 

1            H            H            H            IT" 

H                H               H                H                1 

Y 

H  H  H  H  1 

1                 H                 H                 H                 H 

1 

1 

Central  Despatched  V. 
Office 

/    \ 

-«DOC3tK=>a-.  

Loaded  Traifer 
Train 

H 

1;         If 

^ZHZHIl! 
H       i  ii 

'  1  H  — 

—  j-|  — 

—  H  —  —  H~ 

|;j  

H 

~ti         tf 

H                     H 

H 

i  !  —  r-^= 

DC 

H            t 

J             H 

H                K 

1  

r-z- 

_H_ 

L 

H 

JCD  O-O 

-^>---^ 

i  —  i  

JH  (• 
j^ 

\  H 

_^OOC3C3 

_H  H_ 
1 

}  

=3= 

1         Hk 

H 

H 

~ti           H       /  H 

H 

"H        \t 

~~ti~ 

H          H 

^Freight 

Cars-* 
Typical 

Portctb/e  Crossover 
Tractor  Operation   in  a   Railroad 

Island  P/atform 
Transfer  Terminal 

the  despatcher's  office  is  located  at  this  point.  Between 
these  platforms  are  double  railroad  tracks  and  at  the  out 
side  several  tracks,  and  possibly  an  island  platform,  the 
latter  connected  to  the  larger  center  platform  with  a  porta 
ble  crossover.  The  loaded  or  empty  railroad  cars  are  all 
spotted  with  the  doors  in  line  so  far  as  possible,  thus  mak 
ing  it  possible  for  the  tractor  or  trailers  to  pass  from  one 
car  to  another. 


Third   Floor  Plan  of  Buildinq  C. 

,'       v                                 3^\ 

!                "Tractor  Drops  Trailers 

I                         to  be  unloaded 

i 

J 

Elemtof                < 

'   Entrance  from          ' 

\ 

Wo  J/i/SJ 

^3*f^7                            / 

', 

•CO 

' 

C 

oa 

., 

! 

,-J 

ao 

^"v'                               Tractor  making  up  Train 

-  n    ^ 

^ 

-CJO 

••* 

'  ,      v                              /      for  return  trip  —  ••"0 

£/p 

*    \ 

1 

--OTjtXD                                               ; 

^•Both  Trains  Enter  and 

i    Leaye  through  Ground 

'     \    Floor  Entrance 

Train  of 
Loaded  — 
Trailers 


is  marked  or  inspected  by  a  checker ;  or  the  loaded  trailer 
is  pushed  into  the  cars  and  unloaded,  then  pushed  to  the 
platform  to  be  picked  up  by  the  tractor  on  one  of  its  re 
turn  trips.  Each  section  of  the  platform,  or  island  plat 
form,  is  connected  by  telephone  at  convenient  points  with 
the  central  despatcher's  office.  If  a  loaded  trailer  train  is 
ready,  or  if  there  is  a  congestion  of  empty  trailers,  the 
despatcher  in  that  particular  section  telephones  a  central 
dispatcher  for  a  tractor.  The  tractor  with  its  motorman 
and  man  who  couples  or  hooks  on  is  immediately  sent  to 
that  section  and  they  make  up  cither  a  train  of  loaded 
trailers  or  a  train  of  empty  trailers,  and  go  at  once  to 
that  part  of  the  platform  designated  by  the  central 
despatcher. 

In  the  case  of  a  loaded  trailer  train  one  or  more  of  the 
loaded  trailers  arc  detached  at  the  proper  car  door  when 
passing. 

Industrial  Plant 

At  a  large  industrial  plant,  or  in  a  large  packing  house 
or  stockyard,  where  material  can  be  regularly  scheduled, 
the  tractor-trailer  system  may  be  used  to  advantage. 
Wherever  such  an  installation  is  used  in  an  industrial  plant 
the  factory  is  divided  into  sections  with  a  despatcher's  of 
fice  in  each  section.  The  despatcher  orders  enough  trailers 
accumulated  at  the  proper  time,  and  a  tractor  to  do  the 
hauling.  As  a  result  of  such  foresighted  scheduling,  the 


Train  of  Empty 
railers 


.  Tracfor  drops  the  ' 
Trailers  to  be  T 
Loaded 


r\ 


-a N 


Typiral  Tractor  Operation  in  an  Industrial  Plant 


Ground  Floor  Plan  of  Building  A. 


544 


INDUSTRIAL  TRUCKS,   TRACTORS  AND   TRAILERS 


material  does  not  get  side-tracked,  or  shipped  to  the  wrong 
department,  and  empty  trailers  are  always  on  hand  to  be 
loaded.  The  despatcher  thinks  and  plans  ahead.  The  move 
ment  of  material  is  anticipated  as  much  as  possible  and 
all  arrangements  are  made,  such  as  empties  on  hand  for 
loading  properly,  notifying  the  department  to  which  the 
shipment  is  consigned,  and  laying  out  the  proper  routing 
for  the  material  to  be  moved. 

One  tractor  runs  between  two  or  more  buildings,  with 
probably  three  or  four  trailers,  pulling  the  loaded  trailers 
onto  an  elevator  and  riding  with  the  trailers  up  to  one  of 
the  floors  above,  stopping  at  the  proper  floor  and  going 
with  the  trailing  load  to  the  proper  department.  If  the 
material  on  the  trailer  is  so  routed  one  trailer  may  be  left 
in  each  of  several  departments. 

The  tractor  then  starts  on  the  return  trip  and  picks  up 
the  empty  trailers  waiting  in  some  other  department  on  the 
same  floor,  or  on  the  floors  above  or  below.  The  tractor 
with  its  train  returns  on  the  elevator  to  the  ground  floor, 
crosses  the  yard  to  the  building  where  the  loading  has  been 
done,  leaves  the  empty  trailers  at  the  proper  locations, 
picks  up  a  train  of  loaded  trailers  for  another  trip. 


Quite  often  one  tractor  runs  between  two  buildings, 
simply  leaving  a  train  of  loaded  or  empty  trailers  con 
veniently  inside  the  building.  Another  tractor  inside  the 
building  does  the  spotting  and  places  the  trailers  in  the  re 
quired  locations. 

The  operation  of  the  tractor-trailer  system  in  a  large 
packing  house  or  stockyard  is  almost  continuous.  A 
despatcher  is  not  required,  there  is  practically  no  waiting 
time,  and  the  operator  and  his  motorman  very  soon  be 
come  familiar  with  the  correct  routing  and  the  trailing 
load  is  taken  quickly  to  its  destination.  Some  of  the 
trailers  are  dropped  at  one  place  and  some  at  another,  or  a 
complete  train  of  trailers,  unchanged,  is  taken  to  its  destin 
ation.  The  returning  tractor  with  a  trailing  load  of  empty 
trailers  goes  directly  to  the  loading  platform  where  a  train 
of  loaded  trailers  is  always  ready  for  another  trip. 

Generally  the  quantity  of  material  to  be  moved  is  such 
that  the  operator  and  his  motorman  must  make  the  trip 
on  schedule  time,  and  to  the  proper  loading  or  unloading 
platform,  at  the  proper  time ;  otherwise  time  will  be  lost 
waiting  for  the  loaded  trailers  to  be  moved  and  replaced 
by  empty  trailers  impairing  the  efficiency  of  the  system. 


Factors  Determining  the  Choice  of  Tractors 


When  a  tractor  trailer  installation  is  contemplated  great 
care  should  be  taken  that  a  tractor  is  selected  which  is 
capable  of  developing  sufficient  tractive  effort  satisfac 
torily  to  haul  the  trailing  load  and  travel  at  the  required 
speed.  This  is  largely  a  matter  of  battery  capacity  and  the 
selection  of  the  proper  size  motor  or  engine. 

The  term  tractive  effort  is  used  to  designate  the  force 
in  pounds  which  is  exerted  at  the  tires  of  the  tractor.  The 
term  drawbar  pull  is  employed  to  signify  the  effort 
in  pounds  at  the  coupling  between  the  tractor  and  trailers. 

A  tractor  performs  in  accordance  with  known  physical 
laws,  mechanical  and  electrical.  When  certain  elements 


size  and  capacity  of  the  battery  and  the  size  of  motor  or 
gasoline  engine. 

Storage  Battery  Tractor 

How  to  calculate  the  performance  and  determine  the 
proper  size  of  tractor  can  be  shown  best  by  assuming  a 
typical  problem  and  following  each  step  through  to  a  con 
clusion. 

The  material,  as  may  be  seen  in  the  accompanying  dia 
gram,  is  received  in  carload  lots  at  a  car  platform  and  must 
he  moved  to  the  scale  (a  distance  of  350  ft.)  to  be  weighed, 
and  then  to  the  warehouse  (a  distance  of  400  ft.)  for  stor- 


Rai  I  ro  ad 


Car 
Pla-fform  • 


.-soft 


er*1 


.,.400  #- 


Warehouse 


Scale 


Typical  Route  of  Operation 


of  a  material  movement  problem  are  known,  the  work 
which  may  be  expected  of  a  tractor  can  be  calculated  to  a 
certainty.  These  elements  are  : 

fa)   Weight  of  the  train  to  be  hauled. 

(b)  Character  of  the  surfaces  over  which  the  train  must  move. 

(c)  Grades  which  will  be  encountered. 

(d)  Speed  at  which  the  train  must  travel  in  order  to  move  a  given 

amount  of  material  in  a  given  time. 

The  weight  of  the  train  to  be  hauled  and  the  character 
of  the  surface  determine  the  tractive  effort  necessary.  The 
grades  which  must  be  overcome  determine  the  maximum 
demand  on  the  tractor.  The  speed  necessary  to  move  a 
given  quantity  of  material  in  a  given  time  determines  the 


age.     A   grade   of  3   per   cent   SO  ft.   long   is   encountered 
between  the  car  platform  and  the  scale. 

The  material  is  received  in  such  shape  that  3,600  Ib.  can 
be  placed  on  one  trailer.  The  trailer  to  use  for  this  move 
ment  would  be  the  standard  caster  type  warehouse  trailer, 
having  a  platform  3  ft.  wide  by  6  ft.  long.  Four  of  these 
trailers  may  be  handled  conveniently  in  a  single  train  so  a 
train  of  four  loaded  trailers  is  assumed.  These  trailers 
will  weigh  about  400  Ib.  each  and  will  have  a  pay  load  of 
3,600  Ib.  each.  The  weight  of  the  train  would  be : 

Four  trailers,  dead  load  400  Ib.  each 1,600 

Four  trailers,  pay  load  3,600  Ib.   each    14,400 

Total    weight    of    train 16,000 


DETERMINING  CHOICE  OF  TRACTORS 


545 


The  unloading  platform,  scale  and  storehouse  are  all  con 
nected  by  good,  smooth,  concrete,  runways. 

All  the  elements  of  the  problem  have  been  stated  and  it 
is  now  possible  to  find  the  size  and  speed  of  the  tractor  and 
the  quantity  of  material  that  can  be  moved  over  the  given 
route  in  a  given  time — say  an  eight-hour  day. 

The  first  point  to  settle  is  the  tractive  effort  necessary  to 
move  the  train,  or,  in  other  words,  the  pull  or  push  the 
tractor  must  exert  to  overcome  the  tractive  resistance  be 
tween  the  wheels  and  the  surface  of  the  runway  in  order 
to  move  the  train. 


TRACTIVE    RESISTANCE    OF    VARIOUS    SURFACES. 

Resistance 
Type  of  Road  Surface  (Lb.  per  Ton) 

Urick,     smooth 30  to     50 

Concrete     28  to     40 

Poor     concrete     45  to     65 

Granite    blocks 50  to     60 

Wood    blocks 30  to     50 

Gravel   road,   good   condition 75  to     85 

Clay     200  to  400 

Wood    planking    35  to     50 

Wood  planking,  sticky  surface 50  to     60 

From  the  table  of  tractive  resistance  it  may  be  seen  that 
the  resistance  offered  by  a  concrete  road  to  a  load  being 


the  ratio  of  the  distance  the  tractor  is  raised  to  the  distance 
traveled ;  in  other  words,  the  ratio  of  the  ordinate  of  a 
right-angled  triangle  to  the  hypothenuse.  The  tractive 
effort  of  20  Ib.  per  ton  of  load  is  required  for  each  percent 
of  plus  grade.  The  load  must  include  not  only  the  weight 
of  train,  but  the  weight  of  the  tractor  as  well ;  thus  a  plus 
1  per  cent  grade  will  require  20  Ib.  tractive  effort  per  ton, 
while  a  minus  1  per  cent  grade  is  equivalent  to  delivering 
a  tractive  effort  of  20  Ib.  to  the  tractor. 

Pound* 

Tractive  effort,  on  level,  tractor  only,  40  x  1 40 

Tractive  effort,  on  level,  trailer  load,  40  x  8 320 

Tractive  effort  to  pull  tractor  up  3  per  cent  plus  grade, 

3  x  20  x  1 60 

Tractive  effort  to  pull  trailer  load  up  a  3  per  cent  plus  grade, 

3   x   20   x  8 480 

Total  tractive  effort  on  3  per  cent  plus  grade 

Drawbar   pull   on    3    per   cent   plus   grade 


900 
800 


From  the  foregoing  it  is  evident  that  the  tractive  effort 
required  on  a  level  is  360  Ib.,  and  in  addition  it  requires  540 
Ib.  for  grade  work,  making  the  total  required  tractive  effort 
900  Ib. 

Manufacturers  of  industrial  tractors  will  furnish  charac 
teristic  performance  curves  of  their  machines  upon  re 
quest.  The  curves  here  given  are  typical  of  a  good  stand- 


900 


100 


too 


<£  500 


.  iOO 


zoo 


100 


\ 


•Miles  Per  Hour 


9 


- 
^!s 


100  ISO 

Cur  re  nt-  Amperes. 

Characteristic  Storage  Battery  Tractor  Performance   Curve 


200 


ZSO 


moved  over  it  on  wheels  is  40  Ib.  to  the  ton.  Therefore  the 
tractive  effort  necessary  to  move  the  tractor  and  train, 
assuming  that  the  tractor  will  weigh  2,000  Ib.,  would  be 
1  multiplied  by  40  (tractor)  plus  8  multiplied  by  40  (trail 
ers  and  load),  or  a  total  of  360  Ib.  The  tractor  and  empty 
trailers  would  require  72  Ib.  tractive  effort. 

In  order  to  determine  the  maximum  demand  on  the 
tractor  the  3  per  cent  grade  which  must  be  overcome  be 
tween  the  car  platform  and  the  scale  must  be  taken  into 
consideration.  Grades  are  expressed  in  percentages,  being 


ard  electric  tractor.  The  tractor  best  suited  for  the  work 
intended  is  found  by  consulting  the  characteristic  perform 
ance  curves.  From  the  same  curves  the  speed  and  current 
consumption  may  be  determined.  To  use  the  curve,  first 
determine  the  tractive  effort  required,  and  plot  it  on  the 
"tractive  effort"  line.  A  perpendicular  from  this  point  to 
the  base  will  indicate  the  current  consumption.  The  speed 
per  hour  may  be  read  on  the  scale  to  the  right  opposite  to 
the  point  of  intersection  of  the  perpendicular  and  "miles 
per  hour"  line. 


546 


INDUSTRIAL  TRUCKS,   TRACTORS  AND   TRAILERS 


The  actual  horse  power  required  at  the  motor  terminals 
on  a  tractor  can  be  expressed  as  follows : 
T  X  F  x  S 

33,000  X  E  X  E' 
where:    T  =  Tons   total   weight    (includes   power   machine,   I'.ve    load 

and  trailers,  if  used). 
F  =  Tractive  resistance. 
S  =  Speed  in  ft.  per  min. 
E  =  Mechanical    efficiency     from     motor    pinion    to     wheel 

treads. 
E'=  Efficiency  of  motor   (0.75  to  0.88  at  full  load). 

The  range  of  value  F,  which  varies  greatly,  depending  on 
the  size  (if  wheels,  condition  of  the  tires,  type  of  tractor 
and  trailer  bearings,  construction  of  trailers,  maintenance 
of  lubrication,  may  be  secured  from  the  table  showing  trac 
tive  resistance  of  various  surfaces.  The  horse-power  re 
quirements  will,  of  course,  vary  from  day  to  day  on  the 
same  tractor,  operating  on  the  same  surface. 

Value  E  depends  on  the  design  of  the  power  machine 
and  the  lubrication.  On  a  single  reduction  worm  gear 
drive  designed  for  fairly  high  speed  it  may  reach  0.9  when 
the  vehicle  is  in  the  best  condition,  but  0.7  to  0.8  is  un 
doubtedly  nearer  the  average  and  still  lower  values  will 
often  apply.  If  grades  are  encountered  the  product  of 
T  x  F  must  be  increased  by  20  Ib.  per  ton  for  each  per  cent 
of  grade  to  determine  the  horse  power  required  when  on  the 
grade. 

Time  and  Energy  Required  Per  Trip 

From  the  tables  and  the  diagram  of  characteristic  per 
formance  it  is  evident  that  with  the  tractive  effort  as  already 
determined,  the  tractor  will  require  the  following  energy 
and  will  run  at  the  speeds  indicated  in  the  accompanying 
tabulation :  Lb 

Tractive  M.P.H. 

Operation                                                         Effort  Amp.  Speed 

(a)  Car   to    C    (on   level) 360  114  3.1 

(b)  From  C  to  scale   (on  grade) 900  246  1.9 

(c)  Scale   to    B    (on   level) 360  114  3.1 

(d)  From  B  to  car 72                44  6.8 

From  the  following  diagram  the  speed  in  miles  per  hour 
can  be  reduced  to  feet  per  minute  or  feet  per  second,  which 
is  often  desired  in  calculating  the  time  required  for  a  trip. 


Operation  Minutes 

(a)  Car  to  C,  300   ft.  at  273  ft.  per  min 1.1 

(b)  On  grade,  50  ft.  at  168  ft.  per  min 3 

(c)  Scale   to   B,   400  ft.   at  273   ft.   per  min 1.46 

(d)  From  B  to  car,  750  ft.  at  600  ft.  per  min 1.25 

(e)  Acceleration,    5    sec.   per  start — 3    starts 25 

(f)  Four    hitches 3.00 

Time    per    round    trip 7.36 

During  acceleration  the  extra  energy  required  may  be 
assumed  to  be  0.2  ampere  minutes  per  ton  per  start. 

In    this    particular   problem    there   are    three    starts — one 
at  the  car,  one  at  the  scale  and  one  at  the  warehouse, 
3   x   0.2  x   8  =  4.8    (amp.   min.) 

Hauling   Capacity   of   Tractor 

Assuming  an  eight-hour  day,  or  480  min.,  and  7.36  min. 
per  round  trip,  the  tractor  could  actually  make  65  round 
trips,  if  operated  continuously.  From  actual  experience  it 
is  found  that  unforeseen  delays  will  reduce  this  at  least  25 
per  cent.  The  probable  number  of  round  trips  per  day 
may  be  taken  as  46.  Forty-six  trips  at  7.2  tons  per  trip  is 
equivalent  to  a  capacity  of  330  tons  per  day. 

Current   Required 

Ampere-hours  required  per  day  for  46  round  trips: 

Amp.  Min. 

Car  to  C,  1.1  min.  at  114  amp 125 

On  grade,  0.3  min.   at  246  amp 74 

Scale  to  B,   1.46  min.  at  114  amp 166 

From  B  to  car,  1.25  min.  at  44  amp 55 

Acceleration     4.8 


(a) 
(b) 
(c) 
(d) 
(e) 


Total  ampere  minutes   for   round   trip.  .. 


425 


425  divided  by  60  equals  7.1  amp.  hr.  per  round  trip.  For 
•46  trips:  7.1  x  46  equals  325  amp.  hr.  per  day  (approxi 
mately). 

In  the  preceding  calculations  no  account  has  been  taken 
of  the  effect  of  the  descending  grade  on  the  return  trip,  but 
the  decrease  in  tractive  effort  and  speed  and  the  increase  in 
current  due  to  hauling  the  load  up  the  ascending  grade 
have  been  considered. 

Battery  Equipment 

The  figures  used  for  alkaline  batteries  and  for  one  type 
of  lead  battery  are  given  for  illustrative  purposes  only. 


88" 

14.7 

I3.Z3 
IZ.SO 
1  1.75 
1  1.03 
IO.Z9 
3.S6 
8.82 
8.09 
7.35 
6.62 
S.88 
S.I  4 
4.41 

j.es 

2.94 
2.ZI 
1.47 

836 

^^ 

73  2 

^^ 

748 
704 
660 
<u    6/6 

i   S7Z 
.C   ^2fi 

i;   464 

V.    440 

t,  352 
1308 
^    264 
220 

132 

88 

^^ 

^^ 

^^ 

^^ 

^^ 

^^ 

^^ 

^^ 

^^ 

^^^ 

^^ 

^^ 

^ 

^^ 

^^ 

^^ 

^ 

^^^ 

1         l'^       2        2%      3       j!j       4       4*j       ^       ^^       g        0^        7        7^      <9        <S^      .9       5^       /<? 

c, 
M 


-f, 
<v 


Miles   Per  Hour. 

Curve  of  Equivalent  Speeds 


In  calculating  the  time  per  trip  it  may  be  assumed  that  the 
acceleration  will  require  five  seconds  per  start. 


The    ampere-hours    required    is    approximately    325    and 
tables   in   handbooks   indicate  that  an  Edison  A-8  cell  bat- 


DETERMINING  CHOICE  OF  TRACTORS 


547 


tery  has  a  capacity  of  300  amp.  hr.  and  that  the  nearest 
lead-cell  battery  is  one  with  21  plates  having  a  capacity  of 
315  amp.  hr. 

Assuming  continuous  operation,  the  actual  running  time 
of  the  tractor,  or  the  time  consuming  energy,  is  4.36  minutes 

4.36  x  46 
per   trip.    •  —  =  approximately   3.35   hours   per   day. 

60 
This  is  well  within  the  limits  of  these  batteries. 

Energy  Required  and  Cost  for  Charging   Alkaline 
Batteries 

From  an  instruction  book  for  this  type  of  battery,  the 
following  data  may  be  obtained.  An  alkaline  A -8  battery- 
has  a  capacity  of  300  amp.  hr.  It  has  a  5-hour  discharge 
rate  of  60  amp.  with  a  voltage  varying  from  1.24  to  0.9  per 
cell,  depending  upon  the  amount  of  current  furnished. 

The  normal  charging  rate  is  60  amp.  for  seven  hours 
with  a  charging  voltage  of  1.58  to  1.82  per  cell,  or  an  aver 
age  of  about  1.68. 

The  amount  of  energy  required,  or  the  kilowatt-hour 
input  to  the  battery,  will  be  the  number  of  cells  to  be 
charged,  times  the  charging-  voltage,  times  the  ampere  rate, 
times  the  charging  time,  divided  by  1,000.  Assuming  a  bat 
tery  of  30  cells,  an  efficiency  of  80  per  cent  for  the  charging 
source  and  a  cost  of  3  cents  per  kw.  hr.  for  power,  the 
cost  of  one  complete  charge  will  be 

30  x  1.68x60  x  7  x. 03 

-  =  $0.80 
1000  x. 80 

Energy  Required  and  Cost  for  Charging  Lead 
Batteries 

The  method  of  calculation  to  determine  the  energy  re 
quired  and  the  cost  of  charging  lead  batteries  is  somewhat 
different  from  that  used  for  the  alkaline  type  battery.  The 
lead  battery  will  give  an  ampere  per  hour  efficiency  of  85 
per  cent,  which  includes  the  current  required  for  the  equal 
izing  charges,  and  it  will  give  a  voltage  efficiency  of  85  per 
cent. 

The  normal  capacity  of  the  battery  is  315  amp.  hr.  This 
divided  by  .85,  the  amp.  hr.  efficiency,  gives  384  amp.  hr.  on 
charge. 

The  average  voltage  on  normal  discharge  is  1.96  volts  per 
cell.  This,  times  the  number  of  cells,  assuming  a  battery 
of  18  cells,  divided  by  the  voltage  efficiency,  gives  the 
voltage  required  of  charge  as 

18  x  1.96 

41  5 

85 

The  voltage  required  for  charging,  times  the  ampere- 
hours  required  for  charge,  divided  by  1,000  will  give  kilo 
watt-hours  input  to  the  battery.  Assuming  an  efficiency 
of  80  per  cent  for  the  charging  source  and  a  cost  of  3  cents 
per  kw.  hr.  for  power,  the  cost  of  one  complete  charge 
may  be  computed  in  the  same  manner  as  that  used  for  the 
alkaline  battery. 

It  is  assumed  for  both  type  of  batteries  that  they  have 
been  practically  discharged  and  a  complete  charge  is  neces 
sary.  It  is  also  assumed  that  the  constant  current  system 
of  charging  is  used. 

Gasoline  Engine  Tractor 

In  determining  the  size  of  a  gasoline  engine  tractor,  first 
determine  the  maximum  grade  to  be  negotiated  and  the 
trailing  load  necessary  to  move  the  product  in  the  required 


time.  Multiply  the  grade  per  cent  by  20  and  add  the  factor 
for  the  type  of  road  as  shown  in  the  table  of  tractive  re 
sistance  of  various  roadways.  Multiply  the  sum  thus  ob 
tained  by  the  total  weight  of  the  tractor,  the  trailers  and 
the  live  load.  Multiply  this  result  by  the  feet  per  minute  it 
is  desired  to  move  the  load  and  divide  by  33,000,  which  will 
give  the  horse  power  delivered  to  the  tires.  The  same 
result  may  be  obtained  by  multiplying  by  miles  per  hour 
instead  of  feet  per  minute  and  dividing  by  375. 

The  horse  power  required  at  the  tires  to  move  one  ton 
up  various  grades  at  various  speeds  over  various  types  of 
roads  may  be  readily  obtained  from  the  preceding  tabula 
tions.  Knowing  the  amount  of  the  load  to  be  moved,  the 
grade,  the  type  of  road,  and  the  required  horse  power  to 
move  one  ton,  the  total  horse  power  may  readily  be  de 
termined. 

The  engine  horse  power  required  may  be  found  by  divid 
ing  the  result  thus  obtained  by  the  driving  efficiency  which 
may  vary  from  60  per  cent  to  70  per  cent  on  other  than 
direct  drive,  or  perhaps  75  per  cent  to  85  per  cent  on  direct 
drive. 

In  arriving  at  the  horse  power  in  this  manner  we  must 
not  lose  sight  of  the  fact  that  this  horse  power  must  be 
delivered  by  the  engine  at  the  speed  fixed  by  the  tractor 
wheel  diameter  and  effective  gear  ratio  ;  that  is,  the  gear 
box  ratio  multiplied  by  the  gear  axle  ratio.  The  revolutions 
per  minute  of  wheels  at  different  rates  of  tractor  speeds 
is  determined  by  the  following  equation  : 

336  x  S 


D 

in  which  R  =  rev.  per  min.  of  wheels,  S  =  tractor  speed 
in  miles  per  hour,  D  ==  wheel  diameter  in  inches.  For 
convenience  a  table  giving  the  revolutions  per  minute  for 
wheels  of  various  diameters  for  different  tractor  speeds 
given  in  miles  per  hour  and  feet  per  minute,  is  shown.  Any 
of  these  values  of  revolutions  per  minute  multiplied  by  the 
total  gear  ratio  gives  the  required  speed  of  the  engine  for 
the  tractor  speed  selected. 


REVOLUTIONS  PER  MINUTE 
Miles         Feet 

OF  TRACTOR  WHEELS 

per 

per 

t  —  Wheel  Diameter  in  Inches  s 

Hour 

Minute 

10 

16 

20 

24 

28 

4 

352 

134 

84 

67 

56 

48 

5 

440 

168 

105 

84 

70 

60 

6 

528 

202 

126 

101 

84 

72 

7 

616 

235 

147 

118 

98 

84 

8 

704 

269 

168 

135 

112 

96 

9 

792 

303 

189 

152 

126 

109 

10 

880 

336 

210 

168 

140 

120 

The  calculations  may  show  that  the  engine  required  is 
larger  than  any  size  available,  in  which  case  it  is  necessary 
to  use  two  tractors  rather  than  one. 

The  controlling  features  of  design,  however,  determine 
also  to  a  very  large  extent  the  size  of  the  engine  used, 
generally  a  much  larger  size  engine  is  furnished  than  the 
calculations  indicate  in  order  to  compensate  fot  starting 
conditions. 

It  is  advisable  also  to  consider  not  only  the  power  re 
quirements  in  negotiating  the  grades,  but  also  the  ability 
of  the  tractor  in  drawing  its  trailers  over  the  level  por 
tions  of  the  route  to  be  traversed.  For  example,  it  is 
assumed  that  a  level  portion  of  a  route  is  400  ft.  in  length 
and  a  50-ft.  grade  of  10  per  cent  must  be  negotiated. 
Assuming  that  there  are  three  or  four  different  tractors, 
each  having  different  characteristics  regarding  the  size  and 
speed  of  the  engine,  but  each  having  sufficient  power  to 
climb  the  grade,  then  that  one  of  the  tractors  which  shows 


548 


INDUSTRIAL   TRUCKS,   TRACTORS  AND   TRAILERS 


the  best  average  speed  from  end  to  end  of  the  route, 
including  the  grade,  would  have  marked  economic  ad 
vantages  over  the  slower  ones. 

Cost  of  Operation  of  Tractors 

It  has  been  shown  how  to  calculate  the  size  of  tractor 
required,  the  amount  of  material  that  can  be  moved,  and 
the  cost  of  charging  the  batteries.  In  order  to  lind  the 
cost  per  ton  for  moving  the  material  the  total  cost  of 
operating  the  system  must  be  found  and  the  result  divided 
by  the  tons  of  material  moved. 

It  is  not  practicable,  because  of  the  many  variables,  to 
estimate  the  cost  of  operation  which  would  be  applicable 
to  many  installations  with  widely  differing  conditions.  For 
instance,  in  a  manufacturing  plant  the  average  weight  of 
the  trailing  load  would  greatly  exceed  that  of  an  installation 
at  a  marine  or  railroad  terminal  where  the  trailing  load 
might  consist  of  material  from  less  than  carload  lots  and 
consequently,  although  bulky,  not  as  heavy  a  load  is  car 
ried  on  an  equal  number  of  trailers  as  would  be  expected  in 
an  industrial  plant.  Thus  the  length  of  haul  and  weight 
and  size  of  commodity  would  affect  to  a  large  extent  the 
total  tonnage  handled  per  day  and  therefore  the  cost  per 
ton  handled. 

The  cost  of  operation  should  include  what  might  be 
termed  fixed  charges  and  operating  charges  on  the  tractor, 
trailers  and  also  the  charging  equipment,  if  the  latter  is 
required. 

For  a  specific  installation  for  which  it  is  desired  to  esti 
mate  the  operating  cost,  and  where  data  are  available  from 
actual  records  which  would  leave  no  doubt  as  to  the  amount 
for  each  item,  the  total  of  the  following  items  will  give  the 
cost  of  operation  covering  a  period  of  one  year  of  approxi 
mately  300  working  days.  This  total,  divided  by  the  total 
tonnage  hauled  during  that  time  will  give  the  cost  per  ton. 


The  following  method  of  determining  the  cost  of  opera 
tion  applies  specifically  to  a  storage  battery  or  gasoline 
engine  tractor  with  trailers,  but  it  is  also  applicable  to  a 
power  truck : 

COST  OF  OPERATING  TRACTOR 

Labor 

Supei  vision 
Driver's  wages 
Supplies 

Oil  and   grease 
Solution  and  water 
Tires 
If  electric 
Operating   Charges  -{  Energy — Total  KW.  hrs.   for  a  year  at  the 

prevailing   rate 
If  gasoline 

Gasoline — Total    number    of    gallons    used 
during    a    year    at    the    prevailing    price 
per  gal. 
Maintenance 
General  repairs 
Daily  repairs 
r  Insurance  approximately  $40  per  $1,000. 
I    Interest  at  6  per  cent  on  investment 
Fixed   Charges.  . ..  ~(     Depreciation — 15    per   cent   covering   a    six-year 

period 
L  Garage  rental 

COST  OF  OPERATING  CHARGING  EQUIPMENT 

Labor 

Operator's  wages 
i     Supplies 
Operating   Charges  -{         Oil  and  grease 
|     Maintenance 

General  repairs 
L       Daily  repairs 

f  Insurance  approximately  $40  per  $1,000. 

Fixed   Charges.  ...  J  Interest  at  6  per  cent  on   investment 

1  Depreciation — 15    per    cent    covering   a   six-year 

L  period 

COST  OF  OPERATING  TRAILER 

f  Supplies 

Oil  and  grease 
Operating   Charges •{    Maintenance 

<  leneral    repairs 
L        Daily  repairs 

f   Insurance  approximately  $40  per  $1,000. 
i    Interest  at  6  per  cent  on  investment 
Fixed   Charges....-^     Depreciation — 20  per  cent  covering  a  four-year 

period 
L  Garage  rental 


f 


Motor  Trucks,  Tractors  and  Trailers 


THE  PURPOSE  OF  THIS  SECTION  is  to  describe  and  illus 
trate  material-handling  devices  which  arc  designed  to 
carry  and  haul  freight  and  loose  bulk  material  and 
are  titled  to  run  on  streets  and  highways  without  a  track. 
The  information  given  embraces  a  general  description  of 
motor  trucks,  tractors  and  trailers,  sets  forth  the  principal 
elements  of  design  and  construction  of  these  automotive 
units,  and  defines  the  principles  governing  their  application. 
To  avoid  repetition  the  common  principles  of  design  and 
construction  are  presented  under  the  general  classification 
described,  and  in  many  cases  the  illustrations  are  used  to 
show  general  characteristics  rather  than  specific  design. 
Consequently,  no  particular  significance  should  be  attached 
to  any  seeming  preponderance  of  data  or  completeness  of 
description  in  a  particular  instance  beyond  the  value  of  the 
facts  presented. 

The  section  is  arranged  in  three  major  divisions  which 
describe  in  turn  the  design 
and  construction  of  automo 
tive  equipment ;  the  princi 
ples  of  selection  and  factors 
governing  performance ;  and 
general  application  in  vari 
ous  lines.  It  is  further  sub 
divided  under  the  different 
types  of  equipment  discussed 
— that  is,  motor  trucks,  trac 
tors  and  trailers — these  lat 
ter  divisions  being  separated 
according  to  the  principal 
units  which  make  up  the 

equipment  considered,  such  as  motors,  axles,  transmissions, 
etc. 

The  two  major  divisions  of  the  science  of  automotive 
engineering  are  treated,  by  this  arrangement,  according  to 
their  respective  fields,  that  branch  of  the  science  apper 
taining  to  design  and  construction  being  separated  from 
the  branch  which  deals  only  with  the  principles  of  appli 
cation. 

With  such  modifications  as  are  necessary'  to  adapt  the 
machine  to  the  specific  work  for  which  it  is  designed,  cer 
tain  general  principles  of  design  and  construction  apply  to 
practically  all  of  the  automotive  equipment  considered  in 
this  section.  Consequently  only  the  major  parts  of  motor 
trucks  are  described  in  the  general  text,  the  special  features 
being  explained  in  the  text  covering  the  apparatus  to  which 
they  apply. 

Motor  trucks  may  be  broadly  classified  under  three  types 
according  to  the  nature  of  the  power  which  propels  them, 
i.  e.  "gasoline,"  "electric"  and  "steam."  The  gasoline  truck 
derives  its  power  from  the  explosion  of  gaseous  mixtures 
in  the  combustion  chambers  of  a  motor. 

In  the  electric  machine  the  power  is  derived  from  a 
storage  battery — conveniently  placed  according  to  the  de 
sign  and  size  of  the  truck — which  is  connected  by  wires 
through  a  controller  to  an  electric  motor.  The  power  from 
the  electric  motor  is  transmitted  to  the  driving  wheels 
through  shafts  and  pears  or  chains  and  sprockets,  as  in  the 
gasoline  truck.  However,  in  the  electric  truck  the  motor 
is  a  variable  speed  machine  and  the  speed  can  be  controlled 
by  the  voltage  of  the  storage  battery1  supplying  the  electric 
current.  Consequently  the  clutch  and  the  transmission 
which  are  necessary  in  the  gasoline  machine,  are,  of  course, 
omitted  in  the  electric  machine  in  which  the  motor  is 


in    direct    permanent    connection    with    the    driving    axle. 

Power  from  the  motor  is  regulated  by  a  controller, 
usually  consisting  of  a  revolving  cylinder  operated  by  a 
hand  lever,  which  is  conveniently  placed  beside  the  driver's 
seat.  Metal  contact  points  mounted  on  this  cylinder  are 
so  arranged  that  by  revolving  the  cylinder  the  storage  bat 
tery  and  motor  field  circuits  may  be  connected  according  to 
the  power  requirements  and  speed  of  the  machine. 

The  steam  truck  derives  its  power  through  the  expansion 
of  live  steam  in  the  cylinders  of  a  steam  engine.  This 
type  has  been  practically  superseded  by  gasoline  and  electric 
vehicles,  particularly  in  the  United  States.  Consequently 
only  gasoline  and  electric  vehicles  arc  considered  here. 

General  Specifications 

The  general  principles  of  design  of  gasoline  and  electric 

trucks    are    similar    in    that 
each     consists     of     a     steel 


Motor  Trucks:  Classification;  Details  of  Con 
struction;  Specifications;  Selection;  Factors 
of  Performance;  Application. 

Truck-Tractors  and  Tractors:  Types;  Deter 
mination  of  Loadings. 

Trailers:  Four-wheel;  Two-wheel;  Semi-Trail 
ers;  Pole  and  Pipe  Trailers. 


chassis  mounted  upon  four 
wheels  with  suitable  axle  <. 
springs  and  steering  appa 
ratus — the  whole  supporting 
the  body  and  the  major 
power  plant,  driving  mecha 
nism,  and  accessory  equip 
ment  required  for  the  opera 
tion  of  the  vehicle.  The  gen 
eral  principles  of  chassis 
construction  entail  no  spe 
cific  features  of  engineering 

beyond  those  necessary  for  the  load  carrying  functions  of 
the  machine,  the  proper  distribution  of  weight  and  the  re 
quirements  of  assembly.  Therefore  only  the  major  units 
which  supply  and  transmit  the  power  for  moving  the 
vehicle  are  presented  in  detail. 

Frames 

Chassis  frames  arc  constructed  with  side  members  of 
pressed  steel  (sometimes  heat-treated)  or  rolled  steel,  de 
pending  upon  the  size  of  the  unit,  and  the  design  of  the 
manufacturer.  Cross  members  are  placed  at  convenient 
intervals  for  the  proper  support  of  the  various  parts  and 
for  rigidity  and  strength.  Hot  rivets  are  generally  used 
in  assembling  the  chassis  frames  and  for  attaching  those 
parts  which  are  permanently  fixed.  In  some  of  the  larger 
models  gusset  plates  are  added  at  the  angles  formed  by  the 
side  and  cross  members  of  the  frame.  These  gusset  plates 
may  be  either  riveted  on,  electric  welded,  or  both.  The 
depth  of  the  frame  members  depends  upon  the  size  of  the 
truck  and  the  engineering  practices  of  the  manufacturer. 

Wheels 

Wheels  may  be  either  of  wood  or  cast  steel  depending 
upon  the  size  of  the  truck  and  the  policies  of  the  manu 
facturer.  Cast  steel  wheels  have  not,  as  yet,  been  generally 
adapted  to  sizes  of  less  than  two  tons  capacity 

Front  Axles 

Front  axles  are  usually  drop  forgings  of  carbon  steel 
and  I-beam  construction  although  tubular  axles  are  used 
in  some  cases.  They  are  made  in  either  the  "straight"  or 
"dropped"  type,  so  named  according  to  the  general  shape  of 


549 


550 


MOTOR   TRUCKS,   TRACTORS  AND   TRAILERS 


the  axle  bed.  Straight  axles  are  alined  without  change 
of  contour,  whereas  dropped  axles  have  a  distinct  bend  or 
drop  in  the  center,  or  are  curved  downward  throughout 
their  entire  length  in  the  form  of  a  sweeping  arc.  With 
the  dropped  form  the  spring  pads  may  be  lowered  to  secure 
a  better  alinetnent  of  the  engine  and  driving  shafts  and 
lower  the  center  of  gravity.  They  also  permit  the  use 


standard  Elliott  type  is  generally  used  on  motor  truck 
axles,  and  the  inverted  Elliott  is  found  in  industrial  trucks 
and  some  tractors. 

Rear  Axles 

.Rear  axles    (see  also  Final  Drive)   are  of  two  principal 
types,  i.  e.  "dead  axles"  and  "live  axles,"  the  latter  being 


Straight  Type   Front  Axle 


of  large  diameter  wheels  without  increasing  the  height  of 
the  chassis  frame  above   the  ground. 

Front  axles  are  assembled  as  complete  units  with  steer 
ing  knuckles,  wheel  spindles,  bearings  and  steering  rods 
attached.  Steering  knuckles  are  designed  in  two  types 
named  from  their  designers,  "Elliott"  and  "Lemoine."  A 
modification  of  each  type  is  found  in  the  "Inverted 
Elliott"  and  "Inverted  Lemoine"  forms,  which  are  used 
to  some  extent  in  passenger  car  design.  The  distinctive 


produced  in  various  modifications  as  described,  that  is 
Plain  Live,  Semi-Floating,  Three-Quarter-Floating  and 
Full-Floating  axles. 

Dead  Axles 

Dead  axles  are  those  which  have  no  moving  parts  and 
serve  merely  as  load  carrying  members,  the  wheels  being 
turned  by  some  connection  outside  the  axle  proper.  The 
axle  used  on  horse-driven  vehicles  illustrates  the  "dead" 


SPRING  SEAT 

STEERING  ARM  STOP  STUD 

STEERING  ARM  R  H  SINGLE 


HUB  BEARINQ  CUP-INNER 
HUB  BEARINQ  CONE- INNER 
HUB  BEARING  CUR-OUTER 
HUB  BEARNG  CONE- OUTER 


STEERING  ARM  L-H  DOUBLE 
STEERING  CROSS  TUBE 
STEERING  KNUCKLE  L  H 


Fig.  2 — Drop   Type   Front    Axle 


characteristics  of  design  of  each  of  these  types  are  shown      axle  in  its  simplest  form.     All  "dead  axles"  are  the  float- 
in    the    illustration    of    types    of    steering    knuckles.      The      ing   type    (Fig.   4),    the   wheels   being   free    to    turn    inde- 


GENERAL  SPECIFICATIONS 


551 


pcndcntly  of  each  other.  The  dead  axle  (A)  carries  etc.,  and  tiie  thrust  of  the  gears  comes  on  the  shalts. 
the  load  and  the  wheel  (W)  is  turned  by  a  chain  on  Furthermore  the  wheel  hub  being  attached  to  the  end 
the  sprocket  (S)  or  may  have  a  gear  attached  to  it.  of  the  shaft,  while  the  wheel  bearing  is  on  the  shaft  and 


LCMO/NC 


CLL/OTT 


Fig.  3     Types   of  Steering  Knurkles 

This  gear  may  be  driven  by  either  an  internal  or  external 
pinion  in  a  countershaft  or  be  attached  to  the  dead  axle — 


Fig.  4 — Simple  Form  of  Dead  Axle 

thus  we  have  the  conventional  gear  axle  as  an  illustration 
of  this  construction. 

Live  Axles 

Live  axles  are  those  which  not  only  carry  the  load  but 
also  transmit  the  power.  They  consist  of  two  distinct 
main  parts,  first,  the  housing  which  encloses  the  driving 
axles  and  working  parts  and  supports  the  springs,  and 
second,  the  live  or  floating  sections  of  the  axle.  These  latter 
are  merely  the  jackshaft  or  side  axles  that  transmit  the 
power  from  the  gears  in  the  center  of  the  axle  to  the  road 
wheels. 

Plain  Live  Axles 

Plain  live  axles  have  shafts  supported  directly  in  bear 
ings  at  the  center  and  at  the  ends,  these  shafts  being 
directly  keyed  to  the  road  wheels.  This  type  of  axle 
(Fig.  S)  is  the  simplest  form  and  is  now  little  used.  In 
it  the  power  is  transmitted  through  conventional  bevel  or 
worm  gear  or  other  reduction  to  a  differential  (D)  and 
thence  to  the  wheels  (\V)  through  shafts  (S).  The  shafts 
are  carried  by  bearings  (B)  at  their  inner  ends  and  by 
bearings  (C)  at  their  outer  ends.  Since  these  bearings 
are  directly  on  this  shaft,  the  weight  of  the  differential, 


Fig.  5—  Plain  Live  Axle 


in  the  end  of  the  housing,  the  load  and  wheel  thrusts  are 
taken  directly  by  the  shafts. 

Semi-Floating  Axles 

The  semi-floating  axles  (Fig.  6)  are  the  same  as  the 
live  axle  except  that  the  inner  ends  of  the  shafts  are 
relieved  from  all  thrust  load  and  simply  transmit  the 
turning  force.  This  is  accomplished  by  mounting  the  bear 
ings  at  the  inner  ends  of  the  shafts  on  the  ends  of  the 
differential  hubs  (D),  instead  of  on  the  driving  shafts. 


Fig.  6 — Semi-Floating  Axle 


Thus  the  inner  ends  or  halves  of  the  driving  shafts  may 
be  said  to  be  free  or  floating  where  attached  to  the  differ 
ential  and  hence  "semi-floating." 

Three-Quarter-Floating   Axles 

In  the  three-quarter-floating  axles  (Fig.  7),  the  inner 
ends  of  shafts  (S)  are  secured  in  the  differential  (D)  and 
the  bearings  are  mounted  on  the  hubs  of  the  differentials, 
as  in  the  semi-floating  type.  The  wheel  bearings  are  re 
moved  from  the  shafts,  however,  and  mounted  on  tubes 
which  are  extensions  of  the  housing  (H).  The  wheel  hubs 
are  mounted  on  the  outside  of  the  bearings,  the  entire 
weight  being  carried  by  the  wheel  bearings  and  tubes  in 
stead  of  on  the  axle  shaft.  While  it  might  appear  that  the 
outer  ends  of  the  shafts  were  thus  made  free  from  all 


552 


MOTOR   TRUCKS,   TRACTORS  AND   TRAILERS 


loads,  except  turning  the  wheels,  and  consequently  that 
this  is  a  full-floating  axle,  such  is  not  the  case,  as  but  one 
bearing  is  used  in  each  wheel.  A  single  bearing  is  so  short 
relative  to  the  diameter  of  the  wheel  that  it  cannot  hold 
the  wheel  in  line  against  the  side  thrusts  which  result  from 
operation.  Therefore,  the  shaft  is  called  upon  to  resist  a 


Fig.  7 — Three-Quarters-Floating  Axle 

part  of  these  thrusts,  and  as  it  is  rigidly  connected  to  the 
wheel  by  a  flange,  it  must  be  strong  enough  to  resist  those 
side  thrusts  which  tend  to  bend  it. 

Full-Floating  Axle 

The  full-floating  axle  (Fig.  8)  is  formed  by  adding  a 
second  bearing  to  both  wheel  hubs  of  the  three-quarter 
floating  axle.  The  two  bearings  in  each  hub  are  spaced 


Fig.  8— Full-Floating  Axle 

far  enough  apart  to  take  the  side  thrusts  and  leave  the 
shafts  free  from  bending  stresses.  It  will  be  readily  seen 
that  the  shafts  are  really  free  from  all  stresses  except 
twisting  at  both  ends,  and  hence  "full-floating." 

Final   Drive 

The  conventional  two-wheel  rear  drive  is  used  in  prac 
tically  all  makes  of  trucks,  the  only  exception  to  this  rule 
being  found  in  the  product  of  a  few  manufacturers  who 
use  the  four-wheel  drive.  Consequently,  as  the  two-wheel 
drive  appears  to  be  standard  practice,  only  the  various 
modifications  of  this  type  are  presented. 


Two-wheel  drive  rear  axles  are  made  in  six  general 
types,  commercially  known  as  Bevel  (Fig.  6)  for  trucks 
up  to  and  including  one  ton  rated  capacity ;  Chain  Drive 
(Fig.  7),  Internal  Gear  (Fig.  8),  Worm  Drive  (Fig.  9), 
Double  Reduction  Gear  (Fig.  10  and  Fig.  11),  Double 
Reduction  Internal  Gear  generally  for  trucks  of  greater 
than  one  ton  capacity  (Fig.  12).  These  types  are  briefly 
described  to  show  general  characteristics  of  design  rather 
than  details  of  construction.  From  the  descriptions,  it  is 
apparent  that  the  various  types  may  differ  in  details  of  de 
sign.  For  example,  some  may  use  ball  bearings  only,  some 
roller  bearings,  and  some  a  combination  of  the  two.  Also 
the  axle  shaft  mountings  may  be  "live,"  "semi-floating," 
"three-quarter-floating"  or  "full-floating"  according  to  the 
engineering  detail  and  other  factors.  The  design  may  be 
further  altered  by  the  arrangement  and  types  of  brakes 
which  are  used. 

Bevel  Gear  Axles 

Within  its  limitations  of  gear  reduction  and  ground 
clearance  the  bevel  gear  drive  is  supreme  for  motor  trucks. 
It  is  simple  in  construction  and  highly  efficient.  Its  legiti 
mate  field  is  being  extended  by  the  continued  development 
of  the  spiral  bevel  pinion  and  special  tooth  forms,  making 
possible  greater  gear  reduction  and  higher  torque  within 
the  same  limitations  of  housing  diameter  or  ground  clear 
ance.  The  requirements  as  to  gear  reduction  are  also  be 
ing  modified  by  the  use  of  pneumatic  tires,  with  increased 
speed  capacity.  However,  increased  speed  capacity  does 
not  imply  a  lower  maximum  torque,  as  tire  changes  usual 
ly  increase  the  wheel  diameter,  requiring  an  increased 
torque.  The  greatest  bevel  gear  axle  reduction  in  com 
mercial  use  at  the  present  time  seems  to  be  6  to  1,  and  there 
are  a  number  of  examples  of  both  worm  and  internal  gear 
axles  having  reductions  of  less  than  that  ratio,  beginning 
at  about  5.25  to  1.  This  seems  to  rule  out  the  bevel  gear 
for  trucks  exceeding  one  ton  in  rated  capacity. 

One  type  of  bevel  gear  axle  is  of  the  semi-floating  type 
with  ball  bearings  throughout.  The  differential  housing  is 
ample  to  allow  changes  in  gear  reduction  to  be  easily 
made,  giving  a  range  from  3.13  to  1  to  5.33  to  1.  Service 
brakes  are  operated  by  a  pedal,  contracting  on  drums  on 
the  rear  wheels.  Emergency  brakes  are  operated  by  hand 
lever,  expanding  on  drums  on  the  rear  wheels.  Another 
bevel  gear  type  of  rear  axle  is  a  full-floating  axle  with 
taper  roller  bearings  throughout.  The  general  design  of 
this  axle  conforms  to  the  principles  of  bevel  gear  axle 
construction. 

A  modification  which  is  used  only  on  electric  trucks  is  a 
construction  in  which  the  motor  and  jack  shaft  assembly 
is  three-point  suspended.  The  motor  is  hung  from  a  re 
inforced  channel  section.  The  jack  shaft  is  mounted  at 
its  outboard  ends  in  combination  hangers.  The  motor 
drives  the  jack  shaft  through  a  bevel  gear  and  pinion  re 
duction,  the  bevel  pinion  being  mounted  directly  on  a  pro 
longation  of  the  forward  end  of  the  armature  shaft.  A 
double  reduction  is  given  by  the  bevel  pinion  and  gear  and 
the  side  chains. 

Internal  Gear  Axle 

The  design  of  the  internal  gear  type  of  axle  varies  some 
what  in  mechanical  details  according  to  type  of  manufac 
ture  and  the  size.  The  load  carrying  member  may  be  a 
straight  round  bar  or  an  I-beam  construction.  The  driving 
mechanism  is  usually  in  front  or  back  of  the  axle,  but  on 
one  type  it  is  placed  above  the  wheel  centers.  The  wheel 
bearings  are  usually  of  the  flexible  roller  and  double  row 
ball  type.  The  internal  gear  is  mounted  on  the  cast  wheel 


GENERAL  SPECIFICATIONS 


553 


Fig.  9 — Bevel  Gear  Drive 


r     ~\ 

V 

'f6fcCjp--«>r5» 

/fr-'V--t     i".3£c.~; 


H'<" 
• 


-G 


Fig.  10— Chain  Drive 


Fig.  11— Internal  Gear  Drive 


554 


MOTOR   TRUCKS,   TRACTORS  AND   TRAILERS 


Fig.  12— Worm  Drive 


Fig.  13 — Double  Redaction  Gear,  Bevel  and   Spur 


Fig  14— Double  Reduction  Gear,  Spur  and  Bevel 


is.   15-DoubIe  Reduciion   Internal  Gear 


GENERAL  SPECIFICATIONS 


555 


hubs  in  a  manner  to  insure  good  support  and  alinement,  or 
enclosed  in  the  brake  drum,  or  in  a  separate  housing.  The 
brakes  are  internal  and  external,  generally  on  drums  out 
side  tile  internal  gear.  On  one  type  the  brakes  resemble 
multiple  disk  clutches  in  general  structure  having  outer 
and  inner  drums  with  suitable  splines  to  engage  alterna 
tive  disks  respectively. 

In  one  type  of  internal  gear  axle  the  differential  housing 
is  mounted  in  spherical  seals  and  extends  from  one  spring 
seat  to  another,  and  is  attached  to  the  rest  of  the  axle  at 
its  two  ends.  This  promotes  accessibility  and  tends  to  keep 
the  pinion  in  line  with  the  internal  gear,  should  the  axle 
be  dellected  under  load. 

For  another  type  the  housing  is  rigidly  supported  at  one 
end  and  flexibly  attached  at  the  other  which  provides  a 
certain  amount  of  flexibility.  Another  type  uses  a  housing 
for  the  drive  shaft  and  differential  that  is  relatively 
mounted  with  respect  to  the  axle,  the  lorquc  displacement 
being  controlled  by  coiled  springs  which  cushion  the  drive. 

A  modification  which  is  used  only  on  electric  trucks  is 
a  construction  in  which  the  motor  and  gear  reduction  are 
enclosed  in  the  axle  housing.  The  straight  line  gear  reduc 
tion  transmission  is  a  feature  of  this  type  of  axle,  and 
uses  but  two  gears  of  nearly  the  same  diameter  which  pro 
vides  a  reduction  of  16.1  between  the  high  speed  motor  and 
the  driving  wheels.  The  housing,  which  is  the  load  carry 
ing  member  of  the  axle,  is  a  strong,  sturdy  casting  pro 
vided  with  a  large  removable  cover  which  enables  the  en 
tire  motor  and  transmission  to  be  taken  out  of  the  housing 
without  unloading  the  truck.  Roth  brakes  are  of  the  ex 
panding  type.  In  a  modification  of  this  form  the  motor 
and  differential  arc  mounted  in  the  housing,  but  the  gear 
reduction,  consisting  of  driving  pinion,  two  idler  gears  and 
a  rim  gear,  is  mounted  inside  the  wheel. 

Another  modification  which  is  used  only  on  electric 
trucks  is  a  construction  with  a  gear  transmission  having 
an  electric  motor  in  each  driving  wheel.  The  motor  arma 
ture  has  a  pinion  on  either  end,  one  pinion  pulling  up  on 
one  side  of  the  wheel,  the  other  pulling  down  at  the  op 
posite  side,  and  both  working  at  the  periphery.  An  evener 
device  permits  of  a  compensating  movement  and  divides 
the  force  equally  between  the  two  pinions  regardless  of 
any  unequal  wear  or  adjustment. 

Another  modification  which  is  used  only  on  electric 
trucks  is  a  construction  without  a  differential  gear.  Each 
wheel  is  driven  by  a  motor,  and  is  carried  in  a  casing 
which  forms  part  of  the  axle.  The  gears,  spindle,  wheel 
and  all  parts  of  the  driving  unit  are  set  in  a  fixed  rela 
tion  to  each  other.  The  two-motor  drive  permits  a  series 
parallel  control  which  results  in  considerable  less  waste  of 
current  when  accelerating,  and  also  eliminates  a  large  part 
of  the  resistance  necessary  where  a  single  motor  drive  is 
used.  The  two-motor  equipment  also  permits  a  system  of 
control  that  provides  efficient  operation  at  low  speed. 

Worm  Gear  Axles 

The  general  construction  of  these  axles,  as  built  in  sizes 
from  J4  to  5  tons  capacity,  is  a  semi-floating  or  full-float 
ing  axle  with  overhead,  straight  or  other  type  of  worm. 

The  housing  is  generally  of  one  piece  extending  from 
wheel  to  wheel  and  of  rectangular  section  at  the  ends ;  it 
is  sometimes  furnished  on  the  outside  with  heavy  ribs  to 
give  rigidity  and  strength. 

The  shaft  is  enlarged  at  the  inner  ends  to  provide  for 
the  splines  which  enter  the  differential.  On  some  forms  it 
is  also  enlarged  at  the  bearing  to  provide  for  heavy  stresses 
at  this  point. 


The  driving  mechanism  is  carried  as  a  completely  as 
sembled,  self-contained  unit  in  a  carrier  attached  to  the 
housing,  and  is  easily  removable  for  examination  or 
change  of  gears. 

The  worm,  worm  wheel  and  differential  are  mounted  on 
ball  bearings.  The  worm  and  shaft  are  constructed  so  that 
the  rear  bearing  takes  the  thrust. 

On  all  types  of  worm  gear  axles  the  construction  pro 
vides  methods  to  keep  the  driving  mechanism  and  moving 
parts  well  lubricated,  but  one  type  is  constructed  in  which 
particular  attention  is  given  to  this  detail. 

Double  Reduction  Internal  Gear  Axles 

This  is  a  full-floating  type  of  axle,  with  a  train  of  gears 
in  the  hub  case  of  the  wheel,  the  whole  driving  mechanism 
being  entirely  encased  and  running  in  oil.  By  the  arrange 
ment  of  the  driving  mechanism  the  first  reduction  occurs 
through  the  bevel  gear  and  drive  pinion  in  the  center  of 
the  rear  axle.  Thence  the  power  is  carried  by  a  live  axle 
of  the  floating  type  through  the  center  of  the  housing  to  a 
gear  at  the  wheel  end  of  the  live  axle.  This  gear,  in  turn, 
meshes  with  a  second  gear  (carried  on  the  housing  of  the 
live  axle,  but  inside  the  hub  case  of  the  rear  wheel),  and 
this  second  gear,  in  turn,  meshes  with  a  ring  gear  attached 
to  the  wheel  inside  of  the  hub  case. 

With  this  method  of  applying  power  to  the  wheel,  a 
second  reduction  occurs  between  these  three  gears  in  the 
hub  case,  very  similar  to  the  reduction  which  takes  place 
between  the  sprocket  wheels  of  a  chain  drive. 

The  axle  housing  is  a  casting,  extending  from  wheel  to 
wheel  and  serving  as  the  load-carrying  member. 

The  service  brake  is  of  the  contracting  type,  operated 
by  foot  pedal  and  acting  on  drums  on  the  drive  shaft. 

In  another  form  of  double  reduction  internal  gear  axle 
the  driving  power  is  transmitted  at  the  center  in  the  con 
ventional  manner  by  a  bevel  drive  pinion  and  gear,  which 
are  mounted  as  a  self-contained  unit  with  the  differential 
assembly.  The  torque  is  farther  transmitted  by  the  drive 
shafts  through  the  center  of  the  load-carrying  member  to 
a  spur  pinion  in  the  center  of  the  wheel.  This  pinion  floats 
between  the  two  "idler"  or  intermediate  gears,  which  are 
held  in  place  on  substantial  roller  bearings  between  two 
arms,  projecting  diametrically  opposite  from  the  yokes,  with 
their  center  line  parallel  to  the  ground.  The  idler  gears 
in  turn  drive  '.he  internal  gears  which  are  pressed  in  and 
bolted  solidly  to  the  wheel  hub. 

The  axle  housing  is  a  casting  extending  to  the  inner 
wheel  bearings  and  serving  as  a  load-carrying  member. 
It  contains  the  bevel  drive  gears  and  differential,  at  the 
center  (concentric  with  the  wheels),  which  are  mounted 
in  a  removable  differential  carrier. 

A  further  modification  of  this  type  of  axle  provides  a 
planetary  gear  reduction  at  the  wheel  hub.  The  drive 
shaft  and  housing  are  concentric  with  the  wheel,  and  a 
differential  with  a  bevel  gear  reduction  is  provided  at  the 
center  of  the  axle.  The  drive  shaft  extends  through  to 
the  extreme  end  of  the  axle,  as  in  a  full-floating  bevel  gear 
axle,  but  carries  a  driving  pinion  on  its  end. 

The  wheel  bearings  are  on  a  sleeve  surrounding  the  axle 
tube,  which  is  provided  with  a  mounting  flange  for  the 
internal  gear  ring  which  is  placed  at  the  outer  side  of  the 
wheel  hub. 

Double  Reduction  Gear  Axle 

A  double  reduction  (spur,  bevel)  semi-floating  type  axle 
i3  constructed  with  a  skew  spur  pinion  located  near  the 


556 


MOTOR   TRUCKS,   TRACTORS  AND   TRAILERS 


top  of  the  axle  which  drives  a  skew  gear  below  it,  these 
two  comprising  the  first  reduction.  The  two  shafts  are 
supported  on  annular  bearings,  arranged  to  take  the  end 
thrust  involved  in  any  skew  gearing.  The  final  reduction 
is  by  a  bevel  gear,  secured  to  the  differential  case,  and  a 
pinion,  the  latter  being  mounted  on  the  shaft  which  carries 
the  larger  skew  gear. 

The  entire  reduction  train  is  enclosed  in  a  casting  which 
forms  the  center  of  the  axle.  When  the  two  castings 
which  form  the  outer  ends  of  the  axle  are  bolted  to  the 
center  casting,  these  three  castings  form  the  load-carrying 
member  to  which  the  springs  are  attached. 

From  the  differential,  steel  drive  shafts  transmit  the 
driving  effort  to  the  rear  wheels. 

Two  sets  of  brakes  are  provided  on  the  wheels.  The 
service  brakes  are  of  the  external  contracting  band  type. 
Emergency  brakes  are  of  the  internal  expanding  shoe 
type. 

In  another  type  the  axle  is  full-floating  type  and  the 
first  reduction  is  made  by  bevel  gears  and  the  second  by 
spur  gears,  the  spur  ring  being  mounted  on  the  differ 
ential. 

The  load-carrying  member  is  a  housing  of  the  double 
banjo  type  with  the  wheel  spindles  and  spring  saddles 
integral.  The  yoke  in  the  center  of  the  axle  housing 
is  set  at  an  angle  of  45  deg.  instead  of  vertical  or  hori 
zontal.  This  increases  the  road  clearance  and  by  the 
arrangement  of  the  gear  train  produces  a  straight  line 
drive.  The  gear  reduction  is  assembled  as  a  separate  unit 
in  a  housing  bolted  to  the  rear  axle.  Transmission  and 
rear  wheel  brakes  are  provided  but  contrary  to  ordinary 
practice  the  transmission  brake  is  the  emergency  brake  and 
the  rear  wheel  brakes  are  the  service  brakes. 

Transmissions 

The  transmission,  or  change  speed  gear  provides  the 
means  for  adapting  the  power  of  the  motor  to  the  require 
ments  of  the  service.  Gasoline  motors  differ  from  steam 
engines  or  electric  motors  in  that  they  do  not  start  from 
a  standstill  with  full  torque  but  develop  full  torque  only 
when  running  at  a  speed  of  maximum  output,  or  a  speed 
or  maximum  economy.  In  motor  vehicle  operation  it  is 
desirable  to  apply  the  power  in  such  a  way  that  the  motor 
will  run  at  a  speed  near  its  point  of  highest  economy. 
This  is  accomplished  by  the  transmission,  which  is  an  ar- 
range.nent  of  gears  designed  on  the  principle  that  when 
two  shafts,  or  other  rotating  machine  parts,  are  con 
nected  together  in  driving  relation,  the  torque  of  the  two 
bear  to  each  other  the  inverse  ratio  of  their  respective 
speeds.  By  providing  suitable  gear  reductions  in  the  trans 
mission,  the  engine  power  can  be  multiplied  as  required 
and  economic  engine  speed  maintained. 

Transmissions  are  made  in  two  principal  types,  named, 
according  to  the  general  character  of  design,  "planetary'' 
and  "sliding"  change  gears.  In  the  planetary  type  the 
gears  are  arranged  to  revolve  around  a  common  center, 
as  well  as  to  rotate  upon  their  axes,  simulating  the  motion 
of  the  planets  around  the  sun.  In  the  sliding  type,  the 
gears  are  mounted  on  parallel  shafts  and  brought  into  the. 
desired  arrangement  either  by  shifting  the  position  of  the 
gears  on  the  shaft,  by  sliding  them  in  or  out  of  mesh,  or 
by  operating  sliding  jaw-clutches  mounted  on  the  shaft, 
which  engage  the  gears  as  desired. 

Planetary  Transmission 

The  planetary  type  of  transmission  is  used  principally  in 
light-weight,  low-priced  trucks,  and  gives  but  two  forward 


speeds.     Its   principles   of   operation   may   be   explained   as 
follows : 

The  driving  shaft  may  be  either  an  extension  of  the 
crank  shaft  or  connected  to  it.  On  the  shaft  is  mounted 
the  driving  pinion  which  meshes  with  two  or  more  plan 
etary  pinions,  they  in  turn  meshing  with  the  internal  gear. 
The  planetary  pinions  are  of  equal  size  and  are  evenly 
distributed  over  the  circumference  of  the  pinion.  The 
internal  gear  is  mounted  on  a  bearing  on  the  driving  shaft. 
The  planetary  pinions  are  mounted  upon  shafts  attached 
to  the  pinion  carrier  which  has  a  bearing  on  the  driving 
shaft  and  which  may  be  a  disc,  spider  or  drum.  It  will 
be  seen  in  the  illustration  that  the  driving  pinion  will 
drive  the  internal  gear  through  the  planetary  pinions.  If 
the  internal  gear  is  held  stationary  by  a  brake,  the  planetary 
pinions  will  roll  on  it  and  carry  the  pinion  carrier  around 
in  a  clockwise  direction;  that  is,  in  the  same  direction 


Planatary 
Pinion 


\  Driving 

Pinion 


Planatary 
Pinion 


_Planatary 
Pinion 

— / — Pinion 
Carrier 


Gear 


Fig.  16  —  Planetary  Gearing 

in  which  the  driving  shaft  is  revolving,  but  at  a  lower 
speed.  With  the  pinion  carrier  in  driving  connection  with 
the  driven  shaft,  the  vehicle  will  then  move  forward  on  low 
speed. 

Reverse  gear  is  obtained  by  holding  the  pinion  carrier 
from  revolving,  releasing  the  internal  gear  and  connecting 
it  to  the  driven  shaft.  The  driving  pinion  will  then  trans 
mit  power  through  the  planetary  pinions  causijig  the 
internal  gear  to  revolve  in  the  opposite  direction. 

For  high  speed  forward  the  driven  shaft  is  directly 
connected  to  the  driving  shaft  by  a  friction  clutch  form 
ing  part  of  the  planetary  gear  set  and  the  whole  gear 
unit  may  revolve. 

Sliding  Transmission 

Sliding  type  transmissions  are  practically  all  of  the 
"selective"  type,  that  is,  the  gear  desired  may  be  selected  at 
will,  it  being  unnecessary  to  pass  through  intermediate  steps 
as  in  the  early  "progressive"  form. 

In  the  sliding  type  transmissions,  speed  gear  changes  are 
made  either  by  sliding  the  gears  on  the  main  drive  shaft, 
or  engaging  them  with  sliding  jaw  clutches  by  a  gear 
shift  lever  conveniently  placed,  usually  in  the  center  of 
the  truck  just  forward  of  the  driver's  seat.  Two  assem 
blies  are  manutactured,  the  unit  power  plant  type  and  the 
amidship  type  with  either  three  or  four  forward  speeds 
as  standard  design. 

The  unit  power  plant  type  transmission  with  sliding  jaw 
clutch  is  designed  to  be  incorporated  as  a  part  of  the 
engine  assembly  unit  in  a  gear  case  which  forms  a  part 
of  the  bell  housing  directly  behind  the  engine. 

The  amidship  type  transmission  with  sliding  gears  is 
designed  as  a  complete  unit  assembly  and  is  usually  placed 
under  the  floor  boards  in  front  of  the  driver's  seat.  The 


GENERAL  SPECIFICATIONS 


557 


main  driving  gear  or  clutch  gear  shaft  is  connected  to  the 
engine  either  by  an  extension  of  the  engine  crank  shaft 
or  by  a  short  shaft  connected  with  it. 

In    both    the    sliding   clutch    and    sliding   gear    transmis 
sions,    the   gear   set   consists   of   four   shafts    placed    either 


Fig.  17— Unit  Power  Plant,  Sliding  Clutch  Type 

in  a  vertical  or  horizontal  plane.  Gear  wheels,  vvnose 
diameters  vary  according  to  the  ratios  and  speeds  for 
which  the  transmission  is  designed,  are  mounted  on  these 
shafts,  those  on  the  lay  shaft  being  keyed  or  otherwise 
fastened  in  position,  and  those  on  the  main  drive  shaft 
being  splined  in  the  case  of  the  sliding  gear  type,  and 


Fig.   18 — Amidship  Type  Transmission 

relatively  mounted  in  the  case  of  the  sliding  clutch  type, 
with  sliding  jaw  clutches  on  the  splined  sections  of  the 
shafts. 

Transmission  Assembly 

The  general  assembly  of  these  four  shafts  with  change 
speed  gears  is  shown  in  the  drawing  which  illustrates  the 
layout  01  a  four-speed  sliding  gear  transmission.  Shaft 
A  is  the  main  driving  gear  or  clutch  gear  shaft,  and  is 
rotated  by  the  power  from  the  engine.  Shaft  .•/  is  the 
main  drive  shaft  or  sliding  "gear"  shaft  (called  the 
"splined  shaft"),  from  which  power  is  transmitted  through 


the  propeller  shaft  to  the  driving  axles  and  rear  wheels 
of  the  truck.  Shaft  C  is  the  transmission  back  gear  shaft 
or  countershaft  (called  the  "lay  shaft")  through  which 
the  power  is  transmitted  from  the  driving  gear  shaft  A 
to  the  splined  shaft  B  whenever  any  pair  of  gear  wheels, 


Fig.  19 — Transmission  Assembly,   Sliding  Gear  Type 

except  /•'  and  G  are  in  mesh.  It  is  to  be  noted  that  gears 
/•'  and  (/'  are  always  in  mesh  as  they  transmit  the  power 
from  shaft  ./  to  shaft  L'. 

Shaft  D  is  the  reverse  gear  shaft  which  carries  the 
third  gear  necessary  to  cause  the  shaft  B  to  rotate  in  the 
reverse  direction.  Shafts  .-!•  and  B  rotate  on  the  same  axis, 


Fig.  20 — Sliding   Jaw   Clutch   Transmission 

the   front  bearing   of   shaft  B   being   supported   on   bearing 
E  located  in  the  rear  end  of  shaft  A. 

The  sliding  jaw  clutch  type  of  transmission  operates  on 
the  same  general  principle  as  the  sliding  gear  type  except 
that  the  gears  are  in  constant  mesh,  the  speed  ratio  de 
sired  being  obtained  by  bringing  the  proper  gears  into 
operation  by  sliding  jaw  clutches  which  are  mounted  on  the 
shafts. 

Steering  Gears 

Steering  gear  is  the  term  applied  to  the  mechanism  used 
on  motor  trucks  to  guide  the  vehicle.  Usually  only  the 
front  wheels  are  so  guided — or  steered — the  steering  gear 
proper  being  connected  to  the  wheels  by  a  ball  socket 
drag  link — or  steering  connecting  link — one  end  secured  to 
the  pitman  arm  of  the  steering  gear,  the  other  to  an  arm 
on  one  of  the  axle  pivots. 

Practically  all  steering  gears  comprise  a  handwheel 
mounted  at  the  upper  end  of  a  steering  column  or  shaft. 
Spark  and  throttle  controls  are  mounted  either  concen 
trically  or  eccentrically.  At  the  lower  end  of  this  column 
the  rotary  motion  of  the  steering  handwheel  is  converted 


558 


MOTOR   TRUCKS,   TRACTORS  AND  TRAILERS 


to  an  oscillating  fore  and  aft — or  side  to  side — motion  at 
a  lesser  speed  than  the  handwheel,  by  a  suitable  reduction 
gear.  In  motor  truck  design,  five  distinct  types  of  reduc 
tion  gears  are  in  general  use.  These  are  illustrated  and 
classified  according  to  design  (A)  worm  and  gear,  or 
worm  and  sector  (part  gear);  (B)  worm  and  split  nut; 
(C)  worm  and  full  nut;  (D)  bevel  pinion  and  sector; 
(£)  double  worm  or  double  thread. 

End  thrust  of  the  worm  or  the  pinion  and  side  thrust 
of  the  worm  gear — or  bevel  gear— are  taken  either  by 
plain  bearings  or  anti-friction  bearing,  according  to  the 
ideas  of  the  designer  and  maker.  Worm,  worm  gear, 
bearings,  etc.,  are  enclosed  in  a  grease  tight  case  or  housing. 

(A)  The  worm  and  gear,  or  worm  and  sector,  steering 
gear  is  fundamentally  similar  in  design  to  that  of  a  worm 
drive   rear   axle,   but   with   the   following   important    mod 
ifications  demanded  by  the  application : 

(1)  The  handwheel  and  worm  on  the  lower  end  of  the 
steering   column    rotates   from    ll/z   to   2   full   turns,    while 
the   worm  gear,   which   is   attached   to   a   horizontal   shaft 
(or    pitman    shaft)    with    steering    or   pitman   arm    at    the 
other  end,  rotates  or  oscillates  only  one-sixth  to  one-fourth 
of  a   turn. 

(2)  Efficiency   in   the   transmission   of   power   is   of    rel 
atively  small  value. 

(3)  The  ratio  between  the  amount  of  turn  of  the  hand- 
wheel    (and    worm)    and    the    shape   of   the    teeth    on    the 
worm  and  worm   wheel  are  such  as  to  make  the  steering 
nearly   non-reversible — that    is,    road    shocks   on   the    front 
wheels   are   not   transmitted   through   the   steering   gear   to 
the   handwheel. 

(B)  The    worm    and    split    nut    type    of    steering    gear 
consists   fundamentally  of  a  worm,  or  screw,  having  both 
right   and   left   hand   threads   cut   upon    its   surface.     Two 
half  nuts  are  provided,  held  against  rotation  by  rectangular 
guide  pockets.     One  of  these  half  nuts   has  a   right   hand 


Fig-  21  Fig.  22  Fig.  23 

Fig.  21— Worm   and   Gear;    Fig.   22— Worm   and   Sector; 

Fig.  23— Worm  and  Split  Nut 

thread  cut  on  its  inner  face;  the  other  nut  has  a  left  hand 
thread. 

Rotating  the  worm  shaft,  which  is  held  against  end 
wise  movement  by  the  handwheel,  causes  one  nut  to  move 
away  from  the  handwheel,  the  other  towards  it.  The 
extended  ends  of  the  two  nuts  bear  against  a  rocking 
arm  integral  with  or  attached  to  the  pitman  shaft,  thus 
actuating  the  pitman  arm.  This  type  of  gear  is  adjustable 
for  wear  by  forcing  the  thrust  bearing  axially  closer  to 
the  split  nuts. 

(C)  The  worm  and  full  nut  type  of  gear  uses  a  worm 
with  only  a  single  set  of  threads— either  right  hand  or 
left  hand. 

Rotating  the  worm  (by  the  handwheel)  causes  the  nut 
to  move  up  or  down  on  the  shaft.  By  means  of  a  sliding 


block,  or  pair  of  blocks,  the  nut  bears  against  arms  or 
trunnions  formed  on  the  pitman  shaft,  causing  it  to  oscillate, 
hence  moving  the  pitman  arm. 

(D)  The  bevel  pinion  and  sector  type  of  gear  has  a 
bevel  pinion  fastened  at  or  near  the  lower  end  of  the 
steering  shaft,  and  meshing  with  a  section  of  a  bevel 
gear  of  much  larger  diameter.  Turning  the  handwheel 


Fig.  24  Fig.  25 

Fig.   21 -Worm  and   Full  Nut;    Fig.  25— Bevel   Pinion 
and  Sector 

rotates  the  bevel  gear  pinion,  thus  rotating  the  gear  sec 
tor,  which  is  integral  with  or  keyed  to  the  pitman  shaft. 
This  type  of  steering  gear  is  reversible ;  that  is,  road 
shocks  are  transmitted,  at  least  to  a  degree,  to  the  hand- 
wheel. 

(£)  The  double  thread  type  steering  gear  is  one  in 
which  the  reduction  or  ratio  and  the  non-reversible  fea 
ture  are  secured  by  a  dual  set  of  threads.  An  outer  nut, 
loosely  splined  to  the  pitman  arm,  has  a  set  of  spiral 
grooves  or  threads  on  its  outer  face.  These  threads  mesh 
with  corresponding  threads  on  the  inside  of  the  housing. 
The  inner  face  of  this  nut  also  has  a  set  of  threads  of 
a  different  pitch  (number  of  threads  per  inch)  meshing 
with  a  set  of  similar  threads  on  the  worm  shaft. 


Fig.  26     Double  Thread  Type 

Turning  the  handwheel  causes  the  nut  to  slide  endwise 
and  at  the  same  time  to  rotate  in  the  opposite  direction 
from  the  handwheel,  but  at  a  much  slower  rate  of  speed. 
The  pitman  arm  being  splined  to  the  nut,  rotates  with  it 
and  accomplishes  the  required  steering  effort. 

Clutches 

Clutches  as  commonly  used  in  motor  trucks  are  classi 
fied  under  four  general  types,  according  to  their  charac 
teristics  of  design.  These  four  types  are  cone,  plate, 
multiple  disc  and  friction  band.  The  last  named  is  so 


GENERAL  SPECIFICATIONS 


559 


little   used,   except   in    combination    with    a    planetary   type 
transmission,  that  a  description  of  it  is  omitted. 

Cone  Clutch 

Cone  clutches  consist  of  a  section  of  a  cone  formed  on 
the.  outer  rim  of  a  disc  or  spider,  the  hub  of  which  is 
slidably  mounted  on  a  square  shaft,  which  is  splined  or 
keyed  in  such  a  way  that  it  may  be  moved  in  the  direction 
of  the  axis  of  the  shaft.  The  outer  surface  of  this  cone 
is  faced  with  leather,  asbestos,  woven  fabric,  or  in  some 
cases  composition  metal,  the  whole  cone  fitting  into  a 
conical  recess  in  the  engine  fly-wheel.  1'oth  the  cone 
member  and  the  recess  in  the  fly-wheel  have  the  same 
angle  of  contact.  This  angle  varies  between  12  di-g.  and 
40  deg.  included  angle.  The  25  deg.  included  angle  has 
been  adopted  as  standard  by  the  Society  of  Automotive 
Engineers. 

In  the  driving  position  the  cone  with  its  lacing  is  forced 
into  contact  with  the  surface  of  the  conical  recess  in  the 
fly-wheel  by  one  or  more  springs.  Releasing  the  clutch 
by  pushing  on  the  clutch  pedal  is  accomplished  by  forcibly 
withdrawing  the  cone  from  the  recess,  against  the  pressure 
of  these  springs. 

Dry  Plate  Clutches 

Dry  plate  clutches  are  constructed  so  that  the  driving 
effort  or  torque  of  the  engine  is  transmitted  from  the 
engine  to  the  transmission  by  the  friction  between  the 
plane  surfaces  of  suitable  discs.  These  discs  may  be 
of  plain  metal,  such  as  steel,  or  they  may  be  fitted  on 
either  side  with  an  annular  ring  of  leather,  asbestos 
fabric  or  composition  metal.  Such  clutches  also  may  be 
run  in  a  bath  of  oil. 

In  certain  types  of  dry  plate  clutch,  only  one  fairly 
large  diameter  revolving  disc  is  used ;  it  is  mounted  on 
the  driving  shaft  to  which  its  hub  is  keyed  or  splined. 
In  this  type  the  single  disc  is  made  of  plain  steel  with 
leather,  asbestos  fabric  or  metal  facings  riveted  to  the 
fly-wheel  or  to  discs  attached  to  the  fly-wheel.  The  plate 
type  of  clutch  is  made  in  two  styles,  one  the  lever  op 
erated  type,  and  the  other  the  expanding  wedge  type. 


Fig.   21— Cone    Clutch 


Fig.  28— Dry  Plate  Clutch 
Toggle  Operated 


In  the  lever  operated  type  a  toggle  is  furnished  which 
has  a  pivot  point  on  a  plate  attached  to  the  fly-wheel 
and  revolving  with  it.  The  longer  end  of  the  toggle  en 
gages  with  a  suitably  shaped  sliding  member  on  the  shaft, 
which  is  forced  into  position  by  a  spring.  The  short  end 
of  the  toggle  lever  presses  the  various  friction  surfaces 
together.  The  operation  is  sometimes  performed  by  a 
series  of  coiled  springs  which  force  the  various  discs  into 
engagement  with  each  other.  When  it  is  desired  to  free 
the  clutch  the  springs  are  compressed  by  suitable  linkage, 
thus  eliminating  the  friction  contact  between  the  discs. 


In  the  wedge  operated  type  the  wedges  are  suitably 
arranged,  usually  radially,  spring  and  toggle  operated. 
The  surfaces  of  the  wedges  are  operated  against  two  or 
more  wedge  plates  or  rings,  thus  forcing  the  discs  into 
engagement. 

Multiple  Disc  Clutches 

Multiple  disc  clutches  are  in  many  respects  similar  to 
the  dry  plate  type.  In  this  type  a  number  of  thin  discs 
or  annular  rings,  provided  with  tabs  on  the  inner  periph 
ery,  are  mounted  on  the  outer  surface  of  a  splined  drum 
which  is  keyed  to  the  driving  shaft  of  the  transmission. 


Fig.  29     Dry  Plate   Clutch, 
Wedge   Operated 


Fig.  30— Multiple   Disk 
Clutrh 


A  second  set  of  thin  discs  or  annular  rings,  whose  inner 
and  outer  diameters  arc  each  greater  than  the  corre 
sponding  diameters  of  the  rings  just  mentioned,  are 
provided  with  tabs  on  their  periphery-  These  are  mounted 
on  the  inside  of  a  housing  or  shell  attached  to  the  fly 
wheel,  the  tabs  fitting  into  internal  splines.  These  discs 
or  rings  are  stacked  alternately.  There  are  a  number  of 
modifications  of  this  type  of  clutch  as  follows : 

(1)  Plain  steel  discs  or  rings  forming  a  metal  to  metal 
contact,  the  whole  clutch  immersed  in  oil. 

(,2)  One  set  of  the  rings,  usually  the  inner  or  small 
diameter  set,  is  faced  on  both  sides  with  a  suitable  friction 
material  such  as  asbestos  or  fiber. 

(3)  The  rings  may  be  so  stamped  or  formed  that  they 
constitute  a  series  of  small  annular  cones.  The  cones  on 
the  smaller  diameter  discs  or  rings  mesh,  each  one  with 
a  corresponding  cone  on  the  outer  rings.  This  type  is 
operated  in  a  bath  of  oil. 

Engines 

Engines  (internal  combustion)  used  in  motor  trucks, 
although  fundamentally  alike,  differ  considerably  in  con 
struction  and  design.  They  are  sometimes  classified  as 
slow  speed,  medium  speed  and  high  speed,  according  to 
their  relative  speed  of  operation.  It  has  been  found  diffi 
cult  to  secure  agreement  as  to  just  what  constitutes  the 
limits  of  each  of  these  classes.  In  general,  engines  which 
have  a  maximum  working  speed  of  900  r.p  m.  or  1,000 
r.p.m.  are  classed  as  low  speed,  those  operating  at  a 
maximum  speed  ranging  from  1.100  r.p.m.  to  1,800  r.p.m. 
may  be  termed  medium  speed,  while  high  speed  engines 
may  have  a  maximum  speed  of  2.000  r.p.m.  or  ore. 

There  are  many  successful  gasoline  engines  of  each  of 
these  types  produced  commercially,  the  speed  class  of  any 
engine  being  largely  determined  by  the  truck  engineer 
when  considering  the  design  of  the  truck  as  a  whole. 

The  principal  major  modifications  of  truck  engines  are 
to  be  found  in  method  of  cooling,  method  of  lubrication, 
type  of  valves,  etc. 


560 


MOTOR   TRUCKS,   TRACTORS  AND   TRAILERS 


The  horsepower  of  an  engine  and  its  suitability  for 
use  in  a  motor  truck  depends  upon  a  number  of  different 
factors  as  follows : 

The  possible  total  pressure  in  one  cylinder,  due  to  the 
explosion,  is  proportional  to  the  square  of  the  cylinder 
diameter.  It  is  directly  proportional  to  the  average  or 
mean  effective  pressure.  The  mean  effective  pressure  in 
turn  depends  upon  the  quality  of  the  gasoline-air  mixture, 
as  it  affects  completeness  of  combusion ;  the  size  of  the 
valves,  as  they  govern  the  amount  of  fuel  mixture  deliv 
ered  to  each  cylinder ;  the  location  of  the  valves  as  they 
affect  the  completeness  with  which  fresh  gas  is  drawn  in 
and  the  burnt  gases  are  expelled,  and  the  mechanical  effi 
ciency  of  the  various  working  parts. 

The  factors  mentioned  are  those  which  affect,  or  govern, 
the  torque  or  twisting  effort  of  the  engine.  This  torque 
cr  twisting  effort  is  of  low  value  at  low  speeds,  as  for 
example  at  speeds  below  300  r.p.m.  At  higher  speeds  the 
torque  valve,  with  wide  open  throttle,  is  gradually  in 
creased  until  the  maximum  value  is  reached. 

Maximum  torque  value  is  ordinarily  found  at  one-half 
to  two-thirds  of  the  speed  at  which  the  engine  delivers 
its  maximum  horsepower.  From  this  point  to  still 
higher  speeds  the  torque  value  is  reduced.  This  is  prin 
cipally  because  the  time  elements  involved  in  the  opening 
and  closing  of  valves  and  in  the  movement  of  the  piston 
and  velocity  of  the  gases  are  not  sufficient  to  permit  the 
proper  quantity  of  fresh  fuel  mixture  to  be  drawn  into 
the  cylinder  and  properly  ignited  and  expelled. 

Horsepower  is  a  function  of  both  speed  and  torque. 
If  a  gasoline  engine  could  maintain  an  absolutely  uniform 
torque  value  at  all  speeds,  then  the  horsepower  delivered 
by  the  engine  would  be  proportional  to  the  speed  at 


Torq 


WO  800  1000  1200  1400  1600  1800 

Revolutions  Per  Minute. 

Fig.  Sl^Theoretical  Horsepower  Curves  at  Uniform  Torque 


whu-h    it     wa--    operated.       Under    these    conditions    horse 
power  and  torque  curves  would  be  straight  lines  as  shown 
The  falling  off  or  lowering  of  the  torque  above 
certain    engine    speeds    results    in    a    horsepower    at    such 
speeds    less    than    that    proportional    to    the    speed.     A   gas 
oline  engine  of  the  medium   speed   class,   which   delivered 
!  horsepower  at  800  r.p.m.   probably   would  deliver  only 


Fig.  32,  which  is  a  chart  showing  typical  horsepower 
and  torque  curves  of  a  medium  speed,  4-cylinder  truck 
engine,  with  4-inch  bore  and  5j4-inch  stroke,  operating 


400 


600 


800  1000  KM  1400 

Revolutions   Per  Minute. 


1600 


1800 


Fig.  32 — Typical    Horsepower  and   Torque   Curves   of  a 
Gasoline  Motor 

at  a  maximum  working  speed  of  1,600  r.p.m.  It  will  be 
seen  that  at  800  r.p.m.,  the  horsepower  (a)  is  23  and 
the  torque  (b)  29  Ib. ;  whereas  at  1,600  r.p.m.  the  horse 
power  (c)  is  43  and  the  torque  (d)  is  27  Ib.  The  torque 
values  stated  are  at  63.025-in.  radius. 

Methods  of  Cooling 

Cooling  motor  truck  engines  is  usually  accomplished  by 
circulating  water,  although  air-cooled  engines  have  been 
produced.  Considering  water-cooled  engines  only,  the  cyl 
inders  are  so  designed  that  water  may  be  circulated 
around  the  outside  of  the  cylinder  proper  in  a  jacket. 


, /Radiator 


/•Water  Connections  to 
/    Top  of  Radiator 

,  Water 
Jackets 


Water  Connections 
to  Bottom  of  Radiator 


Pump 


Fig.   33  —  Cooling    System 


horsepower  at  1,600  r.p.m.;  that  is,  doubling  the  speed      This    water-jacket    is    usually    cast    integral    with    the    cyl- 
•sepower.     This    is    illustrated    in      inder  proper,  although  in  some  instances  it  has  been  made 


GENERAL  SPECIFICATIONS 


561 


separate  and  cither  bolted,  riveted  or  welded  to  the  cyl 
inder. 

Inasmuch  as  the  valves  are  subjected  to  the  greatest 
temperatures,  cylinder  castings  are  usually  arranged  so 
that  the  water-jacket  extends  around  or  partly  around 
the  pockets  where  the  valves  are  located. 

This  cooling  water  is  circulated  either  by  the  thermo- 
syphon  system  or  by  a  power-driven  pump.  In  the 
thenno-syphon  the  circulation  of  the  water  is  caused  by 
the  difference  in  temperature  in  the  two  parts  of  the 
cooling  system  (engine  and  radiator)  in  much  the  same 
way  as  water  is  circulated  in  residential  water  heating 
systems. 

The  forced  circulation  system  employs  a  pump  to  force 
the  water  through  the  water  jacket  and  radiator.  A 
fan  is  also  used  to  draw  air  through  the  radiator  tubes 
in  order  to  increase  the  rapidity  of  radiation. 

Pumps 

1 'unips  may  he  either  of  the  "gear  type,"  the  "centrifugal 
type"  or  the  "rctary  type."  Gear  pumps  have  two  small 
gears  which  are  in  mesh  and  enclosed  in  a  comparatively 
snug  casting.  The  inlet  and  outlet  are  placed  on  opposite 
sides  of  the  casting  at  points  approximately  within  the 
plane  where  the  gear  teeth  mesh.  The  water  enters  on 
the  side  where  the  gear  teeth  separate  and  is  carried  around 
and  discharged  through  the  outlet  located  on  the  opposite 
side  of  the  casing. 

The  centrifugal  pump  consists  of  a  number  of  blades 
mounted  on  a  hub  and  revolved  at  high  speed  inside  a 
comparatively  snug  casing.  The  water  enters  at  the  hub 
and  is  thrown  out  by  the  blades  through  the  outlet  in 
the  side  of  the  casing. 

The  rotary  pump  is  made  up  of  a  disc  placed  eccentric 
in  a  ring-shaped  casing.  Slots  in  the  disc  permit  the  in 
sertion  of  two  arms  or  blades  which  are  pressed  against 
the  walls  of  the  casing  by  springs  and  which,  acting  as 
blades,  carry  the  water  through  the  pump.  The  water 
enters  at  the  top  and  is  discharged  at  the  side  of  the  pump 
case. 

Radiators 

Radiators  are  required  for  both  the  thenno-syphon  and 
force  systems  of  cooling.  These  are  constructed  in  a 
number  of  forms  and  with  various  modifications.  All  of 
these  forms  are  classed  under  two  general  types:  "tubular 
radiators,"  which  include  all  those  composed  of  vertical 
water  passages,  of  different  forms  and  shapes,  and  "cellu 
lar  radiators,"  composed  of  a  number  of  individual  cells, 
which  may  be  arranged  in  different  ways  and  are  made  in 
a  variety  of  shapes. 

In  the  tubular  type  the  hot  water  from  the  engine,  after 
delivery  to  the  top  of  the  radiator,  passes  down  through 
the  vertical  tubes.  These  tubes  may  be  round  or  oval, 
zigzag  or  straight,  or  they  may  be  provided  with  a  series 
of  metal  fins  of  various  shapes  fastened  to  the  outside  to 
increase  the  radiating  surface.  These  fins  are  disposed  in 
such  a  way  that  the  air,  passing  through  the  radiator,  can 
carry  off  the  heat  radiated  from  their  surfaces,  thus  help 
ing  to  cool  the  tubes  and,  in  turn,  the  water.  The  fins  are 
of  many  shapes,  such  as  plain,  round,  plain  square,  cor 
rugated  round,  etc.,  or  they  may  be  lateral  plates  or  shelves 
extending  across  the  radiator,  according  to  the  ideas  of  the 
different  designers. 

In  the  cellular  type  of  radiator  the  hot  water  delivered 
at  the  top  of  the  radiator  passes  down  through  a  series  of 
narrow  spaces  or  interstices  formed  around  the  outside 


of  what  are  in  effect  horizontally  disposed  tubes.  These 
tubes  may  be  round,  hexagonal,  octagonal,  or  square  in 
section,  and  they  arc  usually  arranged  in  horizontal  layers, 
the  joints  of  one  layer  being  staggered  with  reference  to  the 
joints  in  the  layers  above  and  below. 

From  the  bottom  of  either  of  these  types  of  radiators, 
the  water  is  returned  to  the  jackets  of  the  engine,  either  by 
the  thermo-syphon  or  pump  system. 

Lubrication 

« 

Lubrication  of  gasoline  truck  engines  falls  naturally  into 
three  classes : 

(a)  Splash  lubrication,  accomplished  by  the  crank  shaft 
ends  of  the  connecting  rods  splashing  in  a  reservoir  of  oil 
in  the  bottom  of  the  crank  case.     This  splashes  the  oil  on 
the  inside  of  the  cylinders  and  on  the  bearings. 

(b)  Force  feed,  in  which  system  the  oil  is  pumped  under 
considerable  pressure  to  the  main  bearings  and  is  distributed 
from  them  by  centrifugal  force  to  the  connecting  rod  bear 
ings,  etc. 

(c)  Combination  systems,  where  part  of  the   lubrication 
is  accomplished  by  force  feed  and  the  balance  by  splashing. 

Cylinders 

Cylinders  of  internal  combustion  engines  are  made  in  a 
number  of  different  forms  : 

(1)  Each  cylinder  is  cast  and  machined  separately  and 
then   the    desired    number    of   cylinders   arc   bolted   to    the 
crank  case. 

(2)  The  cylinders  are  cast  in  pairs,  and  these  pairs  after 
suitable  machining  are  fastened  to  the  crank  case. 

(3)  The  entire  number  of  cylinders  are  cast  in  one  block  ; 
this  is  termed  "en  bloc."  Either  of  these  types  of  cylinders 
may  be  cast  with  the  head  or  top  integral,  or,   with  that 
part  of  the  cylinder  which  is  above  the  top  of  the  piston  in 
its   highest   position   a   separate   casting.     The   separate   or 
detached  head  is  a  convenience  for  cleaning  out  carbon,  etc. 

Cylinders  are  of  three  general  types : 

(a)  T-head,  in  which  the  exhaust  valves  are  on  one  side 
of  the  engine  and  the  intake  valves  on  the  opposite  side. 

(b)  L-head,  in  which  the  exhaust  and  intake  valves  are 
located  on  the  same  side  of  the  engine. 

fc)  Overhead  valve  engines,  in  which  both  the  exhaust 
and  intake  valves  are  located  in  the  cylinder  head.  In 
this  type  the  cylinder  head  is  usually  of  the  detachable  type. 

Valves 

Valves  of  internal  combustion  engines  are  of  three  princi 
pal  types :  poppet,  rotary  and  sleeve  valves.  The  poppet 
type  is  the  one  generally  used  in  the  motor  truck  engines. 
Rotary  valves  consist  of  a  rotary  disc — a  section  of  a  cone 
or  of  a  cylinder,  having  suitable  apertures  or  openings  so 
arranged  that  when  revolved  they  will  register  with  other 
apertures  in  the  cylinder  proper,  and  thus  control  and  regu 
late  the  flow  of  fresh  gas  into,  and  of  burnt  gases  from, 
the  cylinder. 

Sleeve  valves  are  made  of  one  or  more  thin-walled  cylin 
ders  or  tubes  interposed  between  the  piston  and  the  cylinder 
wall.  Apertures  are  arranged  in  these  sleeves  in  such  a 
way  that  as  the  sleeves  are  moved  they  will  register  with 
corresponding  apertures  or  ports  in  the  cylinder  walls,  thus 
regulating  the  flow  of  fresh  gas  into,  and  burnt  gas  from 
the  cylinder.  The  sleeve,  or  sleeves,  actuated  by  suitable 
cams  or  other  mechanism,  have  an  up-and-down,  or  a 
rotary  movement  in  order  to  secure  this  periodical  regis- 


562 


MOTOR   TRUCKS,   TRACTORS  AND   TRAILERS 


terms   of   the   valve   apertures   with   ports   in   the   cylinder 
walls. 

Pistons 

Pistons  used  in  gasoline  motor  truck  engines  are  usually 
made  of  a  special  grade  of  cast  iron  although  in  some  cases 
various  aluminum  alloys  have  been  used;  steel  pistons  have 
also  been  used. 

Wrist  pin  bearings,  or  bearings  at  the  piston  end  of  the 
connecting  rods,  are  of  two  types.  In  one  the  wrist  pin  is 
clamped  to  the  piston,  the  connecting  rod  bearing  being 
free,  or  it  may  be  clamped  to  the  wrist  pin  end  of  the  con 
necting  rod,  the  actual  bearing  then  being  in  bosses  in  the 
piston.  The  second  type  employs  a  floating  pin  which  has 
a  bearing  in  both  the  wrist  pin  end  of  the  connecting  rod 
and  the  bosses  of  the  piston.  In  this  latter  type  the  wrist 
pin  proper  is  prevented  from  moving  endwise  and  scoring 
the  cylinder  walls  by  a  pair  of  plugs  which  fit  into  the 
bosses  of  the  piston  and  l>ear  against  the  cylinder  walls. 

Crank  Shafts 

Crank  shafts  for  nearly  all  gasoline  truck  engines  are  of 
the  four-throw  type.  A  bearing  is  provided  at  a  proper 
distance  from  the  center  line  of  the  crank  shaft  for  the  big 
end  bearing  of  the  connecting  rod  for  each  of  the  four 
cylinders.  These  crank  shafts  may  have  two  or  mote  main 
bearings  in  which  the  crank  shaft  rotates.  The  number 
of  main  bearings  is  regulated  by  several  factors,  including 
the  bore  and  stroke  of  the  engine,  the  length  between  main 
bearings,  the  size  of  the  crank  shaft,  and  the  design. 

The  crank  shaft  of  an  engine  functions  to  translate  the 
power  of  the  reciprocating  parts — pistons — to  rotary  power 
at  the  fly-wheel.  The  crank  shaft  is  required  to  do  a  large 
amount  of  work,  and  the  material  of  which  it  is  composed 
is  subjected  to  heavy  stresses.  For  this  reason  it  must  be 
of  ample  size,  of  proper  material,  and  properly  heat-treated. 

The  material  at  the  bearing  surfaces  (both  main  and 
connecting  rod)  must  be  fine  grained,  that  it  may  be 
ground  exactly  true  and  be  polished.  At  these  bearing 
places  the  metal  must  also  be  hard  to  resist  wear.  For 
these  reasons,  it  is  necessary  that  the  crank  shaft  be  heat- 
treated  in  such  a  manner  as  to  insure  these  qualities ;  that 
is.  it  must  have  strength  and  rigidity  throughout  to  mini 
mize  vibration,  and  it  must  have  hardness  to  resist  wear. 

Carburetors 

The  carburetor  is  a  device  for  minutely  dividing  or 
at< -mixing  the  liquid  fuel  (gasoline,  benzine,  kerosene,  etc.). 


and  at  the  same  time  adding  to  it  the  proper  quantity  of 
air  to  secure  combustion  in  the  cylinders.  Ordinarily, 
carburetors  are  arranged  to  control  the  total  amount  of 
this  mixture  of  air  and  gasoline  which  is  allowed  to  flow 
to  the  cylinders  per  second  or  per  minute,  the  throttle 
being  usually  under  the  cotitrol  of  the  operator  of  the 
truck  or  car. 

Throttles 

Throttles  are  made  in  three  principal  types: 

(1)  Butterfly  valve,  which  consists  of  a  metal  disc  placed 
within   the   path   of   flow   of   the   gasoline    mixture    at   the 
throat    of    the    carburetor.      This    disc    is    arranged    to    be 
revolved  at  right  angles  to  the  path  of  flow  of  the  gasoline 
mixture,  in  a  manner  similar  to  the  damper  in  a  stove  pipe 
or  flue. 

(2)  Barrel  type;  i.e.,  a  cylinder  or  barrel  provided  with 
suitable  apertures,  so  that  rotating  the  barrel  changes  the 
sixes  and  shapes  of  the  orifice  through  which  the  gases  are 
to  flow  on  their  way  to  the  cylinder. 

(3)  Diaphragm  types  are  arranged  to  provide  an  approxi 
mately  circular  orifice  of  variable  area,  somewhat  like  the 
expanding  shutter  of  a  camera. 

Ignition 

Ignition :  The  charge  of  gasolhip  vapor  or  mixture  of 
gasoline  and  air,  after  it  has  been  drawn  into  the  cylinder 
and  compressed  to  a  suitable  point,  is  exploded  or  ignited 
by  an  electric  spark.  The  energy  for  the  spark  is  pro 
duced  either  by  a  magneto,  which  is  a  permanent  magnet 
dynamo  of  small  current  but  high  voltage,  or  by  a  spark 
coil.  In  the  latter,  the  current  furnished  by  the  low  volt 
age  of  the  storage  battery  energizes  one  winding  (the 
primary)  of  a  coil.  The  interrupter  or  timer  driven  by  the 
engine  in  exact  synchronism,  interrupts  the  current  in  this 
primary  coil,  causing  the  other  winding  (secondary)  of  the 
spark  coil  to  produce  a  current  of  high  voltage,  but  small 
amperage,  in  many  respects  similar  to  the  current  produced 
by  the  magneto.  The  cylinders  of  a  gasoline  engine  are 
provided  with  one  or  more  spark  plugs,  usually  one,  the 
function  of  which  is  to  receive  this  high  voltage,  small  cur 
rent  discharge  from  the  magneto  or  from  the  spark  coil, 
and  to  cause  this  current  to  jump  or  bridge  the  gap  main 
tained  at  the  points  of  the  spark  plug  inside  of  the  cylinder, 
thus  causing  the  ignition  of  the  compressed  charge  of 
gasoline  vapor. 


Principles  of  Motor  Truck  Selection 


There  are  approximately  975,000  motor  trucks  in  the 
United  States,  representing  an  investment  of  nearly  $2,000- 
000,000.  These  trucks,  operating  at  an  average  of  25  mi. 
per  day,  have  a  potential  carrying  capacity  of  10,000.000,000 
ton-miles  a  year.  It  is  estimated  that  in  ten  years  there  will 
1,000,0000  motor  trucks  in  operation,  with  a  potential 
carrying  capacity  of  53,000,000.000  ton-miles. 

I  lit-  motor  truck  buyer  should  lx?  cautious  in  his  selection 
of  motor  truck  equipment,  that  he  may  be  assured  of  its 
dependability  and  of  the  permanency 'of  his  investment. 
Connie-ting  theories  of  design  and  construction  should  have 
ittle  direct  bearing  on  motor  truck  selection  because  the 
motor  truck  industry  is  not  agreed  as  to  what  constitutes 
the  best  design  or  practice  or  regarding  the  selection  of 
metals  and  assembling  of  different  parts. 

In  offering  his  product  for  consideration,  the  truck  manu 


facturer  should  not  only  be  confident  that  his  equipment  and 
organization  fulfills  the  exacting  requirements  of  the  service, 
but  he  should  establish  his  ability  to  assume  the  moral 
obligations  which  the  continuation  of  the  service  and  the 
nature  of  the  business  entails.  In  order  to  do  this  he  should 
submit  to  the  attention  of  the  purchaser  evidence  as  to  his 
qualifications  on  the  following  points  : 

1.  His   financial   standing  and    responsibility  as   a   manu 
facturer. 

2.  The   general    reputation    of   the    company   as   a    sound 
business  organization. 

3.  The  experience  behind  the  product  and  the  extent  of 
manufacturing  facilities. 

4.  The  responsibility  of  the  maker  as  regards  design  and 
construction    of    the    component    parts    of    his    truck    with 
assurances  in  the  matter  of  future  service. 


FACTORS  OF   MOTOR   TRUCK   PERFORMANCE 


563 


5.  The    purchaser    should    be    secure    in    his    investments 
from  tin-  effects  of  instability  iu  price,  due  to  other  reasons 
than  normal  variations  in  the  genera!  cost  of  production. 

6.  Manufacturing  methods  and  factory  equipment  should 
he   such    as    to    insure    the    purchaser    that    the    trucks   are 
economically  and  substantially  built. 

7.  The  quality  of  the  equipment   should   be  reflected   in  a 
reliable     and     comprehensive     record     of     performance     in 
service. 

8.  Of   paramount    importance   is   the   adequacy   and    per 


manency  of  service  facilities,  both  as  regards  organization 
and  parts  and  the  purchaser  should  know  that  parts  always 
will  be  available  regardless  of  any  modifications  or  changes 
in  design  which  may  occur  at  some  future  date. 

These  considerations  outweigh  any  other  of  a  technical 
nature,  and  it  is  only  by  being  satislird  on  these  [joints  that 
the  purchaser  can  be  confident  that  the  trucks  offered  will 
assure  him  against  loss  in  value  of  investment  and  against 
high  operating  expense  with  its  corresponding  decrease  in 
transportation  profits. 


Factors  of  Motor  Truck  Performance 


Motor  truck  performance  is  affected  by  a  number  of 
factors  which  vary  according  to  the  "characteristics  of  serv 
ice"  under  which  the  vehicles  operate  and  with  the  locality 
where  they  are  applied.  Consequently  in  the  selection  and 
application  of  motor  trucks  it  is  desirable  that  the  full 
weight  of  these  factors  be  given  proper  consideration  in 
order  that  the  type  of  equipment  best  suited  to  the  purpose 
may  be  employed. 

The  characteristics  of  service  in  motor  vehicle  operation 
are  the  elements  of  time  as  affected  by  length  of  haul,  read 
conditions,  tractive  resistance,  topography  of  the  country, 
peculiarities  of  distribution,  operation  organization,  type  of 
equipment,  average  speed  of  operation,  limitation  of  speed, 
traffic  congestion,  frequency  of  stops,  duration  of  time  con 
sumed  per  stop,  and  the  available  time  in  a  working  day. 
All  of  these  bear  more  or  less  upon  the  problem  of  success 
ful  motor  vehicle  application. 

Length  of  Haul 

Distance  of  haul  will  vary  according  to  the  nature  of  the 
Work.  Consequently  the  gross  tonnage  which  it  is  po.sible 
to  move  in  the  time  available  in  a  working  day  depends 
upon  distance,  other  factors  remaining  constant.  This  dis 
tance  factor  may  also  limit  the  operation  in  such  a  manner 
as  materially  to  affect  the  efficiency  or  ratio  of  performance. 
For  example,  under  certain  time  elements  for  loading,  un 
loading  and  running,  and  under  certain  road  conditions  and 
restrictions  of  design,  a  5-ton  truck  might  be  able  to  make 
three  round  trips  of  20  miles  each  in  a  9-hour  day,  con 
suming  for  each  trip  a  matter  of  2}/>  hours  or  for  the  three, 
7Yi  hours.  One  and  one-half  hours  would  then  be  available 
which  could  not  be  utilized  for  the  same  work,  since  it  is 
not  enough  for  another  trip.  Consequently  the  trick  per 
formance  would  show  a  gross  efficiency  in  time  utilization 
of  83 Vi  per  cent.  It  is  conceivable  that  for  other  distances 
this  efficiency  might  be  reduced  to  55  per  cent  or  60  per  cent. 

Road  Conditions 

Road  conditions  affect  performance,  both  as  regards  speed 
and  cost  of  operation,  varying  in  its  restrictions  according 
to  the  nature  and  condition  of  the  road  surface  and  the 
kind  of  material  of  which  the  roads  are  constructed.  It  is 
quite  obv'ous  that  the  same  average  vehicle  speed  cannot 
be  maintained  on  cobblestone  streets  as  is  possible  when 
running  on  a  smooth  asphalt  pavement,  nor  do  the  same 
characteristics  of  performance  apply  to  an  asphalt  road  as 
to  a  sandy  one. 

Tractive  Resistance 

Tractive  resistance  is  affected  by  the  nature  of  the  mate 
rial  of  which  the  roads  are  constructed.  Different  types  of 
roads  present  different  values  of  resistance  to  motion. 


which  values  are  usually  expressed  in  pounds  pull  per  ton 
of  weight  and  represent  the  power  required  to  move  the 
vehicle  along  the  road.  These  values  vary  widely  with  the 
different  types  of  road  or  surface  from  5  Ib.  to  9  Ib.  per  ton 
on  steel  rails  to  from  200  Ib.  to  400  Ib.  on  loose  sand  roads. 
The  values  used  for  the  different  roads  are  as  follows: 


Concrete,     dry 

Asphalt,     dry     3O  to 

Concrete   base   with    asphaltic    oil    and    screenings  45  to 

Water-bound    macadam,    good   condition,    dry....  64  to 

Ciravel    road    in   good    condition,    dry    

Earth    road,   fine    dust    top,    dry 90  to  100 

Earth    road,    stiff    mud    on    top    200  to  250 

Loose    gravel,    not    packed,    new    road 250  to  275 


Pound  Per 
Ton 

28  to     30 
40 

70 
75  to 


85 


Sand     200  to  400 

Topography 

The  topography  of  the  country  limits  the  time  and  speed 
elements  of  motor  vehicle  operation  as  well  as  the  maximum 
load  carrying  ability  of  the  truck,  the  extent  of  this  influ 
ence  depending  upon  the  frequency  and  length  of  grades 
and  their  steepness.  Grades  also  have  a  direct  bearing 
upon  the  cost  of  operation  because  of  the  greater  horse 
power  or  expenditure  of  energy  required  to  move  the  mass 
of  vehicle  and  load  on  grades.  This  is  reflected  in  in 
creased  fuel  consumption  and  maintenance. 

Distribution 

Peculiarities  of  distribution  are  factors  which  vary  accord 
ing  to  the  nature  of  the  business  in  which  the  trucks  are 
employed  and  the  type  of  service  which  must  be  rendered. 
These  peculiarities  directly  affect  the  size  or  load-carrying 
capacity  of  the  trucks  as  well  as  their  dispatching  and  opera 
tion.  It  is  because  of  these  peculiarities  that  different  sizes 
of  trucks  arc  manufactured. 

Operating  Organization 

The  operating  organization  may  embrace  both  shipping 
and  delivery  departments,  such  as  arc  employed  in  large 
retail  establishments,  an  entire  organization  like  the  express 
companies,  or  one  man,  who  performs  all  of  the  duties 
attending  the  necessary  delivery  or  trucking. 

Equipment 

The  type  of  equipment  is  a  matter  of  application  to  the 
needs  of  the  business  and  the  characteristics  of  service,  and 
consequently  will  vary  as  to  size,  body  dimensions,  tire 
equipment,  gear  ratios,  routing  and  dispatching. 

Speed  of  Operation 

The  average  speed  of  operation  is  a  controlling  factor, 
dependent  upon  the  influence  and  operation  of  the  other 


564 


MOTOR   TRUCKS,   TRACTORS  AND   TRAILERS 

ZO  M.  P.  H.  ROAD  -SPEED.  ,  „ _f5  M.  P.  f1~.  ROAD  SPEED. 


\ 


\ 


10 


\ 


\ 


S 


4  &          8          10         IZ         14 

M.P.H.  Average.  Speed. 

14  M.P.H.  ROAD  SPEED. 


10 


4  6          8          IO         IS         14          16 

M.  P.H.  Averacre  Speed. 


M.  P.  H.  ROAD  SPEED. 

TT 


s 
$ 

kt 

! 


\ 


s^V! 


\ 


\ 


\ 


\ 


4-          6          8          10         IZ         14 
M.P.H.  Average  Speed. 


IS  M.  P.  H.  ROAD  SPEED. 


4  6          8          10         IZ         14 

M.  P.H.  Average  Speed. 

J3  M.  P.  H.  ROAD  SPEED. 


4  6  8          10          IE         14 

M.P.H.  Average  Speed. 


16 


4  6>          8          10         IS         14 

M.  P.  H.  Average  Speed. 

Effect  of  Frequency  and  Length  of  Stops  on  Average  Vehicle  Speeds 


FACTORS  OF   MOTOR   TRUCK   PERFORMANCE 

IZ  M. P.M.  ROAB  SPEED.  II M. PH.  ROAD SPEtU. 


565 


468/0/2 
M.P.H.  Average  Speed. 

10  M.  P.  H.  ROAD  SPEED. 


14 


4          6         8         10        1Z 
M.  P.  H.  Average  Speed. 

8  M.RH. ROAD  SPEED. 


14       16 


4         65/0/2 
M.P.H.  A  ye  rage  Speed. 


14 


4  6  8          10          IZ          14 

M.  P.M.  Average  Speed. 

9  M.P.H.  ROAD  SPEED. 


4         6         &         10       IZ 
M.  P.  H.  Average  Speed. 

1  M.P.H. ROAD  SPEED. 


2l_J 


6         S         10        IZ        14 
M.  P.  H.  Average  Speed. 


Effect  of  Frequency  and  Length  of  Stops  on  Average  Vehicle  Speeds 


566 


MOTOR   TRUCKS,   TRACTORS  AND   TRAILERS 


Column 

A 

B 

C 

D 

E 

F 

6 

H 

1 

J 

K 

L 

M 

N 

0 

P 

Q 

R 

5 

T 

Line 

Mi 
One 
Way 
Trip 

es  

Round 
Trip 

4 

6 

Tota 

8 

Tfm 

10 

e  in 

IZ 

Minu 
14 

t-esC 
16 

onsu 
18 

med 
ZO 

perR 
ZZ 

ound 
24 

Trip 
Z6 

for  L 
Z8 

oadii 
30 

ig  an 
35 

dUn! 
40 

oadin 
45 

g 

50 

60 

1 

\ 

1 

60 

48  : 

40! 

"1. 
4 

30 

27 

-6 

it 

ZZ 
-4 

ZO 

18 

Z 

4 

16 

15 

- 

14 

13  1 

II 

10 

9 

8: 

3Z 

7 

4 

It 

Z9 

ZO 

ZI 

14 

t 

1 

t 

34 

30  1 

t7| 

t4J 

ZZ 

L 

; 

ZO 

18  1 

18  1 

16 

IS 

14  | 

13  1 
It 

IZ 
2 

4 

12 

II 

1 

8 

10 
1 

0 

9 

1 

8I 

7 

6 

48 

4 

-6 

- 

-8 

-6 

4 

Z 

24 

46 

3 

\ 

3 

t4 

Zt 

to 

18 

18 

16 

IS 

14 

13 

It 

Z 

1 

4 

12 

II 

1 

II 

10  1 

10 

L 

9 

5 

8,L 

16 

7 
Z9 

7 
4. 

AL 
it 

-4 

- 

i 

-<6 

4 

IZ 

18 

"-, 

ZO 

4 

I 

4 

18 

18 
-6 

16  1 

15 

14  1 

13 

1 

IZ   2 

It 

"1 

II 

10 

i 

0 

10 



9 
3 

1 

3 

9 

8 

L 
^ 

7 

7 

6 

5 
6 

1 

-8 

4 

i 

Z4 

18 

-4 

0 

IZ 

e 

i 

3t 

-3 

36 

0 

5 

*l 

5 

15 

14 

13 

I 

It 

3 

12 

II 

! 

II 

10 

l 

10 

9   Z 

9 

9 
-6 

8 

1 

8 

8 

L 

7 

7 

,   .      J  

30 

6 

5 

30 

4 

It 

Z4 

18 

4 

ZO 

30 

IZ 

32 

16 

Z5 

10 

fo 

3 

fc 

IZ  4 

IZ 

II 

J 

II 

10  t 

10 

9    3 

9 

9 

8 

3 

Z 

8 

7 

4 

7 
5 

' 

7 

_ 
^ 

A1A 

54 

6 

Z 

-6 

5 

! 

5 

Z4 

18 

-4 

ZO 

30 

IZ 

-<o 

Id 

46 

I 

1 

4 

50 

7 

3''2 

7 

I1 

10 

3 

10 

9 

4 

9 

i 

9 

&|3 

8 

1 

8 

7 

5 

•7 

z 

7 

7 

7 

6|3 

6 

6 

5 

1 

5 

4 

z 

-4 

ZO 

30 

It 

-<b 

3Z 

16 

46 

3t 

18 

4 

-10 

48 

18 

-It 

45 

18 

7E 

8 

4- 

8 

9  > 

9 

i 

9 
-6 

85 
36 

I 

1 

^ 

7    3 

7 
3 

1 
i 

zL 

18 

4 

r 

IE 

-10 

6 

4 

6 

Z 

6 
Z4 

e 

5   6 

5 

1 

5 

5 

4 

30 

IZ 

46 

48 

36 

It 

65 

40 

15 

-10 

48 

9 

4 

9 

8   5 

8 

Z 

8 

7 

6 

7 

4 

7 

1 

7 

7  J 

6   5 

e 

3 

e>  i 

* 

& 

1 

5|5 

5 

3 

\ 

s 

S 

Cj 

4 

& 

Z 

4 

4 

32 

'6 

46 

3Z 

18 

4 

-10 

48 

36 

t4 

It 

Z 

60 

10 

-15 

Z4 

10 

5 

10 

7    ? 

7 
i 

5 
Z 

ill 
18 

7 
4 

7 

6 

6 

6    4 

6 

Z 

6 

5 

6 

S 

6 

5 

S 

4 

S 

Z 

5 

5 

4 

7 

4 
6 

3 

4 

4 

46 

-10 

48 

36 

Z4 

It 

-It 

60 

3 

40 

30 

5 

80 

3 

40 

II 

5*'e 

1  1 

7 

7 

6 

7 

6 

S 

e 

Z 

& 

fe 

d 

5    7 

5 

S 

S 

3 

S 

1 

5 

S 

5 

4 

1 

4 

3 

4I 

4 

5 

3 

7 

4 

-10 

48 

36 

Z4 

It 

-12 

60 

50 

40 

30 

20 

10 

76 

56 

36 

1 

102 

IZ 

6 

It 

66 
36 

6 

4 

6 
1 

l 
i 

e 

5 

8 

O       V 

50 

S 
4 

4 

S    t 

S 

5 

5 

5 

4 

9 

4 

7 

4 

3 

4 

4 

4 

3 

4 

Z4 

-IZ 

60 

0 

30 

ZO 

10 

-10 

80 

72 

5Z 

3Z 

IZ 

-8 

84 

8-Hour  Day— Running   Speed   10  M.  P.  H. 


Column 

A 

B    |  C   |  D 

E 

F 

6 

H    |    1 

J 

K 

L 

M 

N 

0 

P 

Q 

R 

S 

T 

.ine 

Miles 

4 

T 
& 

otal 
8 

Ti'me 
10 

in  M 
It 

inut< 

14 

;s  Co 

16 

nsurr 
18 

led  p 

to 

erRo 
tt 

und  T 
t4 

rip  fo 
Z6 

-  Loac 
Z8 

ing  c 
30 

ndUr 

35 

load 
40 

ng 

45 

50 

60 

One 
Way 

Trip 

Round 
Trip 

1 

\ 

1 

65 

53 

43 

36 

3t 

28 

ZS 
5 

Z3L 
-3 

tl 
-3 

19 
1 

18 

16 

! 

15 

14 

13 

It 

10 

9 

8 

7 

5 

3 

7 

12 

0 

4 

1 

-6 

6 

15 

18 

ts 

0 

30 

30 

40 

25 

2 

1 

t 

40 

34 

30, 

27 

Z4 

Z4 

20 

18 

17 

16 

15 

14 

13 

It 

It 

10 

9 

8 

8 

7 

4 

-<& 

-4 

It 

4 

4 

It 

Z4 

30 

30 

40 

-10 

3 

\ 

3 

28 

ZS 

Z3 

ZI 

19 

18 

16 

15 

14 

13 

1 

15 

It 

II 

II 

10 

9 

8 

8 

7 

6 

4 

5 

-3 

-3 

10 

-6 

16 

15 

18 

ts 

- 

It 

t9 

7 

30 

30 

40 

?5 

30 

4 

^ 

4 

24 

to 

18 

17 

16 

15 

14 

13 

It   1 

It 

II 

II 

10 

10 

9 

8 

1 

8 

7 

7 

& 

-4 

i? 

4 

4 

It 

24 

18 

-4 

to 

30 

40 

?5 

-10 

5 

*''t 

5 

18 

16 

t 

Ib   : 

Is 

14 
1 

Z 

8 

ISJ.5 

ZS 

13 

i 

IZ 
1 

n|z 

"1 

10 

3 

Z 

,o| 

10 

_9j 
Z 

9 

8 

4 

Z 

n 

8 

7 

7 

& 

5 

-6 

16 

d 

Z9 

7 

0 

10 

1 

3 

25 

-10 

30 

55 

6 

3 

& 

is 

14 

!3j 

1 

1 

IZ 

3 

IZ 

II     1 
18 

II 

10 

10 

9 

z 

9 
It 

3 

ill 

8  , 
If? 

8 

7 

L 

7 

«i 

e 

5 

4 

e 

t4 

1 

ZO 

30 

-6 

-10 

^0 

30 

7 

* 

7 

lij 

-l 

ML 

IZ 

" 

4 

II 

10   4 

10 

10 

9    1 

9 

O 

4 

«l 

8 

7)5 

S3 

7    Z 
39 

I] 

7 

6 

6 

5 

1 

5 

Z9 

7 

30 

10 

-10 

?l 

3 

40 

74 

8 

ts 

-10 

30 

55 

5 

8 

4 

8 

II 

i 

: 

10 

2 

10 

H    5 

0 

9 

HI 

32 

8 

16 

I 

IT  4 

7 

! 

7 

7 

/I 

7 

ft 

,  1  

V) 

0 

i  

5 

Z 

5 

4 

4 

18 

-4 

ZO 

30 

IZ 

-6 

46 

53 

18 

-in 

55 

JO 

80 

9 

4'z 

9 

10,  1 

10  j 

V 

9| 

»  e 

8 

2 

8 

/    7 

53 

/    4 
39 

ID 

7 

7 

6 

S 

& 

2 

6 

5 

3 

S 

5 

4 

10 

-10 

3 

40 

24 

8 

E5 

II 

-3 

54 

4? 

30 

55 

30 

5 

feO 

10 

S 

10 

? 

y 

8    4 

8 

I 

1 

ft 

8 

4 

6 

7 
3 

3 
? 

5 

7 

7 

48 

ft    t 

e 

- 

6 

1  — 

5 

4 

5 

S 

4 

6 

4 

32 

ft 

18 

4 

-10 

36 

It 

0 

55 

30 

c 

80 

40 

II 

4 

M 

8 

'; 

4 
4 

e 

• 

/    9 
53 

Ik 

39 

/    3 
25 

II 

'_ 

6   7 

4t 

58 
30 

6 

& 

6 

ft 

^ 

5 

5 

5 

5 

4 

7 

4 

£ 

4 

} 

J 

54 

18 

6 

E 

30 

c 

80 

60 

It 

e 

It 

8 

• 

y 

7 

• 

/ 

/ 

6|7 

<o 

4 

6    1 

6 

6 

6 

5 

7 

5 

& 

5 

Z 

5 

5 

4 

8 

4 

3 

4 

4 

4(3 

3t 

18 

4 

-10 

48 

36 

?4 

1? 

_   O 

60 

50 

40 

30 

C 

80 

60 

40 

8-Hour  Day— Running   Speed   12   M.   P.  H. 
Tables  Showing  Number  of  Trips  Per  Day 


FACTORS  OF   MOTOR   TRUCK   PERFORMANCE 


567 


Column 

A 

B 

c 

D 

E 

F 

6 

H 

1 

J 

K 

L 

M 

N 

0 

P    I  Q   I   R 

s 

T 

.me 

Mil 

One 
Way 
Trip 

es 

found 
Trip 

4 

Tot( 

nl  Tirr 
8 

e  in 

10 

"1mu+ 
IZ 

es  Cc 

14 

nsun 

-ied  p. 
18 

srRo 
ZO 

or"t  " 
ZZ 

"rip  ft 

24 

>r  Lo< 
Z6 

jding 
Z8 

one 

30 

Unlo 
35 

a  din 

40 

g 

45 

50 

60 

1 

Z 

1 

85 

I 

3 

54 
5 

45 
5 

40 

35 
5 

II 

Z8 

1 

I 

Z6 

?4 

. 

ZZ 

6 

ZO 

ZO 

19 
ll 

18  | 

e 

I/ 
5 

IS 

13 

Ts 

IZ 

11 
-5 

9 

15 

^ 

1 

£ 

SO 

4i 

.' 

38, 
-8 

33 

'•" 

<'' 
6 

zs|_ 

Z 

IZ 

zoj 

_ 

»L 
fi 

18 
-IZ 

16) 
Z4 

16  1 

-8 

':• 

13 
IS 

IZ 

-5 

10 

- 
40 

3 

1'*, 

3 

'>' 

£ 

1 

2fl   1 

IZ 

Z6 

1 

Z4 

6 

ZO    1 
ZO 

ii 
II 

18  |- 
6 

17 

I 

8 

IS 

1 

i 

14 
Z6 

IA 
-Z 

IS 

Si 

' 

-5 

10 

1 

• 

8 

4 

Z 

4 

Z7; 

E 

« 
Z 

Zll  1 
IZ 

M 

>9L 

-8 

-1? 

Ur    1 
Z4 

-8 

15 

14 

1 

' 

I 
Z 

1 

i 

13 
Z 

Z4 

IZ 

II 

5 

10 

9 

15 

8 

40 

7 
40 

5 

rife 

S 

ZZ 

( 

ZO  3 
ZO 

19  1  ' 

II 

18 

e 

17 
i 

~8 

IS 

1 

5 

.4    Z 
Z6 

iL 

-z 

13 
1 

5 

IZ^Z 
~~36~ 

1*1 
IZ 

M    Z 
39 

"1 
17 

llj_ 

S 

' 

9 

IS 

8 
40 

- 

7 
5 

<o 

3 

e 

19 

I 

18  1 
-IZ 

16 
I 

3 

4 

ie 

-8 

15 

14 
IZ 

15  j  ?. 
?8 

15 
Z 

Z4 

IZJ 

101 
Z8 

II 

f 

IO,Z 
40 

10 
Z 

10 

9 

15 

8 

40 

8 

7 
40 

6 
60 

7 

3'z 

7 

16 

\ 

I5JZ 
IS 

14 
Z 

5 
6 

14 

Z 

13 

1 

I 
5 

IZ 

3 

4 

IZ 
1 

i 

II    S 
39 

II 

1 

7 

II 

10 

1 

10 
: 

10 

ill 
33 

iL 

IS 

8 
4 

1 

8 

7 

7 

6 

8 

b 

-s 

50 

') 

-10 

0 

40 

5 

30 

8 

4 

8 

I4|z 
IZ 

13 

5 

13 

IZ|3 

IZ 

II 

3 

II 

10  1  6 

10 

10 

9 

5 

9 

9 

8 

5 

8JJZ 
40 

8| 

iL 

40 

7  , 
5 

'< 

Z 

e| 

Z8 

Z 

Z4 

Z8 

6 

40 

ZO 

4Z 

Z4 

6 

56 

0 

9 

4 

9 

IZ   0 
36 

IZ 

.  1 

? 

II 
3 

6 
9 

II 

1 

II 

5 

10  j  3 
30 

10 

10  1 
-10 

53 

9 

8    f. 

8 

4 

8     1 

8 

8 

7     1 

40 

7 

6|3 
60 

e 

5 

3 

17 

IS 

64 

4H 

3Z 

16 

5 

30 

75 

10 

5 

10 

Z8 

II 

<c 

10  1  6 

40 

10 
? 

0 

io[_ 

4Z 

?J.l 
Z4 

iL 

ft    7 
56 

84 
40 

8 
Z4 

8 
8 

al 

-8 

m. 

54 

7    Z 
40 

5 

6,4 
60 

m 

30 

6 

S 

50 

II 

s'fe 

II 

rajs 

10    ' 
10 

10 

10 

ll5 
33 

9 

' 
5 

H    10 
64 

8    6 

48 

8 

i 

8 

8 

7 

7 

7 

4 

7    1 

7 

7 

t    5 
60 

<b\ 

6 

5  5 

S\ 

3Z 

16 

61 

57 

33 

19 

5 

30 

75 

Z5 

IZ 

* 

IZ 

98 
4Z 

9 

B 

9 

89 

8 

e 

8 

i 

Z 

8 

8 

7 

7 

7 

5 

7 

Z 

0 

iL 

IZ 

iL 

7Z 

6   6 

6 
30 

e 

5 

e 

5 

5 

Z4 

6 

56 

40 

4 

8 

-8 

54 

40 

75 

50 

10-Hour  Day     Running  Speed   12   M.  P.  H. 


Column 

A 

B 

C 

D 

E 

F 

G 

H 

1 

J 

K 

L 

M 

N 

0 

P 

Q 

R 

S 

T 

Miles 

Line     waL,  Round 
Trip    TnP 

Z 

4 

1 

e 

ratal 
8 

Tim< 

10 

;  in  M 
IZ 

mute 
14 

s  Cor 

16 

sum* 

18 

:d  pe 

ZO 

rRou 
ZZ 

idTri 
Z4 

pfor  L 
Z6 

oadir 
Z8 

g  an 
30 

d  Unlc 
35 

>adir 

40 

g 

45 

50 

W 

1 

'/£ 

1 

00 

75 

60J 

50 

43 
-Z 

37  \ 
8 

33 
6 

30L 

Z7l 

e 

zs 

Z 

Zl 

IZ 

ZO 

19 
-8 

17 
IZ 

15  _ 
IS 

13 
Z8 

iz] 

IZ 

11 
6 

9j 
Z4 

^ 

1 

2 

w] 

50 

43 

J 

3? 
f 

33 
6 

»L. 

4~ 

Z5 

z 

Zl 

1 

! 

ZO 

19 
-8 

18 

-IZ 

16 
Z4 

15 
30 

14 

Z 

IZ 
Z4 

II 

17 

io] 
zo 

iL 

-12 

3 

\\ 

3 

-z 

37|, 

33 
< 

30 

Z7 
( 

9  C 
CO 

«i 

z 

Z, 

ZO 

19 

18 
-IZ 

16 
Z4 

L' 

15 

1 

IZ 

13  1 

11 

es 

10 

Ll 

8 

8 

• 

IZ 

-8 

30 

-II 

30 

4Z 

Z4 

4 

Z 

4 

33L 
6 

30 

Z7 
( 

i 

W[ 

Z3 

> 

Z1 
IZ 

zoj 

19 
-8 

18 

Z 

16    1 
Z4 

15 
3 

Z 

0 

15; 

14 
I 

Z 

13 
Z 

8 

13 
Z 

II    1 
39 

10 
40 

-10 

9 

8 

16 

-8 

5 

* 

S 

6 

Z£ 

Z3J 
Z 

Zl    1 
IZ 

K) 

19 

-8 

B] 

16   Z 
Z4 

isjs 

30 

IS, 

14 

IZ 

13    1 
Z8 

13 
Z 

IZ 
Z4 

IZ 

II 
5 

10 

IS 

8 

- 

40 

6 

3 

6 

Z3 

Zl    Z 
IZ 

ZO 

19  1 
8 

18 

-iz 

16   3 

Z4 

15   4 
30 

is; 

14 
IZ 

is:  z 

Z8 

,3 
Z 

Z4 

IZ 

11  L 

Z8 

II 

6 

10 
10 

9 
Z4 

8 
48 

8j 
8 

zE 

IZ 

7 

3^ 

7 

ZO 

19    1 

18] 

16  4 

15 

5 

15 

14 

13 

3 

13 

'. 

IZ 

i 

izj__ 

II 

1 

II 

10    3 
40 

9 

33 

8    4 
56 

8I 

7 

6 

S 

8 

-IZ 

Z4 

30 

IZ 

Z8 

Z4 

Z8 

6 

ZO 

16 

45 

7Z 

8 

4 

8 

-12 

I6J5 
Z4 

15  6 
30 

15 

14 
IZ 

13  4 
Z8 

13 

> 

izjz 

Z4 

I? 

1!    Z 
Z8 

II 

6 

10  4 
40 

10 
ZO 

10 

3    3 
4Z 

9 
-  3 

8 

Z4 

ill 
61 

^ 

6  

48 

9 

fV 

9 

I5J6 
30 

m 

14 
1 

1 
Z 

13 
Z 

5 

8 

13 

1 

IZ  3 
Z4 

iz 

irs 

Z8 

II 
<b 

io  s 

40 

10 
ZO 

10 

9     4 
4Z 

9 
Z4 

9 

8 

3Z 

8 
-8 

7  j 
33 

7 

-z 

in 

Z4 

10 

5 

10 

IZ 

13  6 
Z8 

i: 

z 

IZ   4 
Z4 

IZ 

II    4 
Z8 

11 

6 

10    6 
40 

10  L 

zo 

K. 

4Z 

Z4 

9 
6 

8    7 
56 

8    Z 
40 

8, 

7 
40 

7 
S 

t    Z 
60 

iL 

ll 

A 

II 

Z 

izjs 

IZ 

L 

1&~ 

II 

? 

10 
4 

J7_ 

0 

10 

1 

1 

9 

6 

ill 

Z4 

g| 

6 

c 
3 

8 
6 

8.3 

4C 

ft 

8 

7 

5 

ZZ 

6|5 

s! 

5 

5 

ZO 

4Z 

8 

57 

66 

j« 

80 

IZ 

fe 

IZ 

IZ 

II    6 
Z8 

II 

10 

8 

10 

z 

10 

97 
4Z 

9   Z 
Z4 

9 

8    9 

se 

84 
40 

8 

8 

g 

7    6 

7 

e 

S 

e 

i 

5 

f 

6 

40 

ZO 

Z4 

8 

-ft 

54 

19 

7? 

4? 

i? 

0 

10-Hour  Day— Running  Speed  15  M.  P.  H. 
Tables  Showing  Number  of  Trips  Per   Day 


568 


MOTOR   TRUCKS,   TRACTORS  AND   TRAILERS 


characteristics  of  service  enumerated.  This  average  speed 
is  affected  by  the  limitation  of  speed  as  influenced  by 
design,  traffic  congestion,  frequency  of  stops,  and  the  dura 
tion  of  time  consumed  per  stop. 

The  effect  of  these  elements  is  graphically  presented  in 
the  charts  compiled  for  running  vehicle  speeds  of  20,  18, 
16,  15,  14,  13,  12,  11,  10.  9,  8  and  7  miles  per  hour.  These 
road  speeds  are  the  average  speeds  which  the  vehicle  main 
tains  when  it  is  actually  rolling.  The  charts  present  a 
series  of  curves,  each  one  representing  the  average  length 
of  stop  in  minutes,  as  shown  (i.  e.,  1-minute  stop,  l1/?- 
minute  stop,  etc.).  The  horizontal  scale  shows  the  average 
speed  in  miles  per  hour  including  stops,  and  on  the  vertical 
divisions  the  average  number  of  stops  per  mile  for  each 
mile  of  vehicle  operation  is  shown.  The  charts  are  shown 
on  pages  564  and  565. 

To  illustrate  the  manner  in  which  these  charts  may  be 
used,  let  us  assume  characteristics  of  service  and  the  use 
of  a  vehicle  which  will  permit  of  an  average  road  speed 
of  20  m.p.h.  Refer  to  the  chart  marked,  "20  Miles  Per 
Hour  Road  Speed."  If  the  service  under  consideration 
requires  an  average  of  six  stops  per  mile  and  the  duration 
of  each  stop  averages  one  minute,  we  will  find  that  the 
average  speed  of  the  vehicle  in  this  service  will  be  6.4 
m.p.h.  This  is  arrived  at  by  observing  the  position  of  the 
point  where  the  horizontal  line  extending  from  the  figure 
6  on  the  perpendicular  scale  marked  "Stops  Per  Mile" 
intersects  the  curve  marked  "One  Minute  Stops,"  and  by 
dropping  from  this  point  to  the  horizontal  scale  marked 
"M.P.H.  Average  Speed."  In  like  manner,  the  average 
speed  in  miles  per  hour  can  be  obtained  for  any  average 
number  of  stops  per  mile  and  for  the  duration  or  length 
of  stops  as  indicated  on  th'e  individual  curves  in  each  chart. 

In  the  use  of  these  charts  it  must  be  borne  in  mind  that 
the  road  speed  in  miles  per  hour  as  given  represents  the 
actual  speed  of  the  vehicle  when  rolling,  and  is  not  to  be 
taken  as  the  maximum  available  speed.  For  purposes  of 
general  calculation,  the  average  speed  may  be  considered 
as  representing  approximately  70  per  cent  of  the  maximum 
vehicle  speed  performing  under  normal  operating  conditions. 
The  maximum  available  speed  is  a  factor  of  truck  design 
and  is  controlled  by  the  engine  speed,  gear  reduction  and 
total  wheel  diameter  as  described  in  the  section  covering 
design  and  construction. 

Time  Elements 

Time  and  distance  as  limiting  factors  control  the  amount 
of  work  which  a  motor  truck  can  do  in  a  given  number 
of  hours.  Time  consumed  per  trip  in  running  depends 
upon  the  length  of  haul  and  the  average  speed  of  opera 
tion,  the  latter  being  governed  by  road  and  traffic  conditions, 
as  has  been  described. 

Time  employed  in  loading  and  unloading  is  a  factor  which 
largely  controls  the  efficiency  of  operation,  and  time,  as  the 
hours  available  for  operation  in  a  full  day's  work,  is  the 


measure  of  gross  performance.  Consequently,  close  obser 
vation  and  control  of  the  time  elements  will  materially 
increase  the  efficiency  of  truck  operation  and  reduce  per 
unit  costs  of  transportation. 

Similarly,  a  knowledge  of  the  time  elements  involved 
will  enable  the  truck  operator  to  predetermine  the  service 
and  arrange  operating  schedules.  Therefore,  if  we  reduce 
the  time  and  distance  factors  to  averages,  it  should  be 
easy  to  determine  the  performance  to  be  expected  from 
motor  truck  operation  under  the  average  time  elements  for 
loading,  unloading  and  running,  and  with  the  available 
time  in  a  normal  working  day. 

The  effect  of  time  elements  is  shown  in  the  tables 
on  pages  566  and  567,  which  show  the  number  of  trips 
of  varying  distances  possible  in  an  eight-hour  and  ten- 
hour  day,  under  varying  time  elements  for  average 
speeds  of  10  and  15  m.p.h.  From  the  method  used  and 
the  description  that  follows,  however,  other  results 
can  be  readily  estimated  for  conditions,  including  different 
lengths  of  day,  loading  and  unloading  times,  and  speeds. 

The  tables  are  arranged  as  a  series  of  columns  (identified 
by  index  letters)  each  of  which  applies  to  different  average 
time  elements  in  minutes  for  loading  and  unloading  per 
round  trip  of  truck  operation.  For  example,  column  A 
applies  to  a  time  element  of  2  minutes  consumed  in  these 
operations,  while  column  T  applies  to  60  minutes  consumed 
for  loading  and  unloading.  The  columns  are  intersected  by 
lateral  lines  (indexed  by  number),  which  apply  to  the 
length  of  haul  in  miles  for  one  way  and  the  round  trip 
distance  as  given.  The  rectangles  formed  by  the  intersect 
ing  columns  and  lines  are  arranged  in  three  divisions  in 
which  appear  certain  figures  designating  factors  according 
to  their  relative  position  in  the  rectangles.  The  figures  in 
the  upper  left-hand  divisions  of  the '  rectangles  show  the 
number  of  trips  which  can  be  made  under  the  time  ele 
ments  for  loading  and  unloading,  and  for  the  distance  given 
within  the  length  of  day  and  at  the  average  speed  in 
m.p.h.  stated.  The  figure  of  the  lower  section  of  the  rec 
tangles  is  the  number  of  minutes  remaining  in  the  day's 
time  which  are  unused  in  the  number  of  trips  shown. 
The  figures  in  the  upper  right-hand  sections  of  the  rectangles 
are  the  line  index  figures  for  the  number  of  miles  in  a 
single  trip  for  the  same  loading  and  unloading  time,  which 
can  be  made  in  the  remaining  time  set  forth  in  the  lowest 
section  of  the  rectangles. 

To  illustrate  the  method  of  using  these  tables  refer  to 
the  table  which  shows  the  performance  in  an  8-hour  day 
at  10  miles  per  hour.  Assume  that  the  distance  of  haul 
is  2%  miles  one  way,  and  the  time  required  for  loading 
and  unloading  is  16  min.  per  trip.  By  observing  the  figures 
in  the  rectangle  formed  by  the  intersection  of  column  "H" 
(16  min.),  and  line  number  5  (2J/2  mi.)  we  find  that  in  an 
8-hour  day  the  truck  can  make  10  round  trips.  Twenty 
minutes  will  remain,  and  in  these  twenty  minutes,  as  indi 
cated  by  the  line  index,  a  1-mile  single  trip  can  be  accom 
plished  under  the  same  time-loading  factors. 


Motor  Truck  Applications 


The  motor  truck  may  be  roughly  classified  under  three 
general  heads :  Light  delivery  in  capacities  up  to  one  ton, 
general  utility  in  capacities  of  \l/2  to  2  tons  and  heavy 
duty  in  capacities  of  3Ya  to  7  tons. 

Two  types  of  units  will  be  considered,  the  electric  and 
the  gasoline  truck.  Each  is  adapted  for  performing  certain 
duties  which  it  can  carry  out  with  more  satisfaction  and  at 
lower  cost  than  the  other.  It  is  profitable  to  use  the  gaso 


line  truck  in  suburban  or  interurban  haulage  under  con 
ditions  where  high  speed  is  desirable  and  the  distances 
between  stops  are  comparatively  long.  The  electric  truck 
has  proven  to  be  more  economical  for  urban  deliveries, 
where  the  service  includes  short  hauls  and  frequent  stops. 
The  selection  of  the  proper  type  and  some  of  the  factors 
which  govern  this  selection  are  defined  in  the  section  on 
Principles  of  Selection  and  Factors  Governing  Performance. 


MOTOR  TRUCK  APPLICATIONS 


569 


For  convenience,  the  many  forms  of  trucks  are  desig 
nated  under  the  body  types.  These  types  may  be  grouped 
under,  Open  or  Express,  Stake  or  Platform,  Enclosed  or 
Panel,  Dump,  Tank,  Refrigerator,  Construction  and  special 
types.  All  of  the  above  are  constructed  to  be  used  on  the 
chassis  of  the  truck  which  uses  either  the  electric  motor  or 
gasoline  engine  as  a  power  unit,  with  the  exception  of  the 
tank  body,  which  is  generally  used  with  the  gasoline  engine 
truck. 

Each  of  these  body  types  may  have  many  'modifications 
in  form  of  construction,  size,  shape  and  capacity,  which 
makes  it  applicable  for  hauling  a  particular  kind  of  com 
modity.  Each  of  these  forms  is  best  suited  to  a  certain 
application,  depending  upon  the  class  of  commodity  and 
conditions  surrounding  the  installation.  For  instance,  the 
platform  type  can  be  used  to  best  advantage  for  hauling 
heavy  boxes  and  crates,  the  dump  body  for  loose  material 
such  as  coal,  the  tank  body  for  liquids  such  as  oil  and 
water. 

Rural  and  Inter-City  Express 

More  than  600  rural  motor  express  lines  are  now  in  oper 
ation,  enabling  farmers  to  remain  on  the  farm  instead  of 
spending  much  of  their  time  in  marketing  their  produce. 
It  has  been  estimated  that  an  efficient  truck  line  saves  the 
work  of  one  man  and  one  horse  to  each  farm,  increases  the 
food  supply  by  furnishing  regular  transportation  of  farm 
products,  stimulates  the  efforts  of  farmers  by  the  knowledge 
that  such  transportation  is  available,  enables  the  farmer  to 
obtain  goods  from  town  on  the  day  of  order  and  facili 
tates  traffic  between  farmer,  market  and  consumer. 

The  general  plan  of  operation  is  similar  for  most  lines. 
Trucks  are  sent  out  daily  from  central  points  on  regular 
schedules  and  over  prescribed  routes  of  from  15  mi.  to  100 
mi.  and  more.  From  farm  to  city  they  carry  fruit,  vege 
tables,  dairy  products,  eggs,  grain  and  live  stock;  from 
city  to  farm  they  carry  merchandise,  farm  implements, 
meats,  canned  goods  and  seed ;  along  the  route  they  pick 
up  and  drop  all  kinds  of  merchandise. 

Intra-city  shipping  by  truck,  commonplace  even  before 
the  railroads  began  to  falter  under  their  burden,  was  stim 
ulated  in  the  spring  of  1920  by  the  strike  of  railway  switch 
men.  Motor  caravans  undertook  hauls  that  increased  in 
distance  as  they  multiplied  in  number,  until  numerous 
instances  had  been  recorded  where  1,000  miles  were  negoti 
ated  in  single  trips. 

Logging  and  Lumber 

Through  its  established  ability  to  save  time,  men  and 
money,  the  motor  truck  has  made  its  place  in  the  logging 
and  lumber  industry.  The  truck  with  the  platform  body 
is  used  for  this  service.  In  many  places  the  motor  truck 
is  to  be  found  skidding  green  logs  in  the  timber,  toiling 
in  mill  yards,  and  delivering  finished  lumber  through  the 
streets. 

Motor  trucks  haul  the  green  logs  from  the  timber  to 
the  mills  or  rail  sidings.  They  form  a  dependable  supply 
line  between  isolated  camps  and  the  nearest  towns.  Fre 
quently  they  are  used  in  building  the  roads  that  make 
cutting  operations  practical. 

Often  they  transport  material  for  dams,  that  sufficient 
water  may  be  collected  for  log  floating. 

Trucks  haul  green  cut  lumber  from  the  saw  mill  to  air 
dry  yards,  kilns  or  sidings,  and  later  to  planing  mills.  They 
deliver  slabs,  sawdust  and  shavings  for  use  as  fuel.  They 
transport  hewed  or  sawed  stock,  such  as  tics,  mine  props. 


mine  timbers,  posts,  poles  and  bridge  material.  They  haul 
short  dimensions  stock,  such  as  shocks,  tight  and  slack 
cooperage,  veneers,  vehicle  materials,  lath,  shingles  and 
the  like. 

Maximum  efficiency  in  a  logging  fleet  is  obtained  when 
at  least  one  of  every  two  trucks  is  winch-equipped.  The 
versatility  of  the  winch-equipped  truck  means  dollars  to  the 
logging  man,  for  the  truck  does  much  more  than  haul.  For 
instance,  three  yoke  of  oxen  and  five  men  will  load  14 
average-sized  logs  upon  a  truck  in  60  min  to  70  min.  The 
winch-equipped  truck,  with  two  men,  will  load  an  equal 
number  of  logs  in  20  min.,  saving  40  min.  to  SO  min.  of 
time  per  load. 

Truck  needs  vary  in  the  different  cutting  fields.  Through 
the  West,  where  the  average  hauling  road  is  fairly  good, 
where  logs  are  large  in  diameter  and  range  in  length  from 
16  ft.  to  SO  ft.,  the  most  efficient  equipment  is  a  5-ton  truck 
with  a  2-wheel  trailer  or  semi-trailer.  In  the  South,  where 
trees  are  smaller,  but  are  cut  in  long  lengths,  and  where 
roads  are  not  as  solid  as  in  the  West,  3  to  3j^-ton  trucks, 
with  trailers  where  needed,  do  the  best  work.  In  the 
Eastern  and  Central  sections  (including  the  logging  states 
of  Maine,  Wisconsin  and  Minnesota),  where  logs  are  cut 
in  shorter  lengths  and  roads  are  solid,  5-ton  trucks  operate 
with  maximum  efficiency. 

Three-quarter  and  2-ton  trucks  are  the  logical  units  for 
supply  service.  Isolated  logging  camps  find  the  trucks 
unfailing  links  connecting  them  with  the  nearest  outposts 
of  civilization. 

Motor  trucks  may  be  used  for  many  hauling  jobs  at  the 
lumber  mills,  and  they  are  particularly  valuable  at  dis 
tribution  centers.  Customers  are  now  served  at  distances 
not  to  be  considered  when  reliance  for  deliveries  had  to  be 
placed  in  horses. 

In  the  first  place,  the  trucks  with  their  roller  equipment 
consume  a  minimum  of  time  in  loading.  The  contrast  is 
even  more  striking  once  the  load  is  in  motion.  Formerly 
a  team  of  horses,  starting  on  a  16-mile  haul,  consumed  the 
entire  day  in  completing  the  round  trip.  With  the  advent 
of  motor  trucks,  one  truck,  hauling  twice  as  much  lumber 
in  a  single  load  as  a  team  of  horses,  is  able  to  leave  an 
hour  later  than  the  horses  and  still  be  back  in  time  to  make 
a  second  trip  in  the  afternoon. 

Motor  trucks  are  used  in  the  work  of  hauling  the  lumber 
through  the  intermediate  stages  leading  up  to  actual  use 
in  a  new  building,  when  the  manufactured  lumber  has  been 
distributed  to  retail  dealers  throughout  the  country. 

Agriculture 

Wherever  time  and  labor-saving  machinery  has  been 
employed  in  agricultural  operations  added  profits  have 
been  an  immediate  result.  The  advent  of  the  motor  truck 
was  no  exception.  Farmers  who  early  became  motor  truck 
owners  and  users  soon  found  they  could  transport  more 
produce  in  less  time  and  at  lower  cost,  which  is  but  another 
way  of  saying  that  they  were  saving  money.  Ninety  per 
cent  of  the  farmers  who  replied  to  a  questionnaire  sent 
out  by  the  Department  of  Agriculture  designated  "time- 
saving"  as  the  biggest  advantage  to  them  of  their  motor 
trucks. 

The  increasing  number  of  farmers  who  own  motor  trucks 
is  testimony  to  the  ability  of  the  motor  carrier  to  add  to 
the  profits  of  the  farmer  through  dependable  and  economical 
performance  of  a  multitude  of  duties,  ranging  from  the 
transportation  of  farm  crops,  live  stock,  garden  produce, 
fruit,  berries,  eggs,  poultry,  milk  and  other  dairy  products 


MOTOR   TRUCKS,   TRACTORS  AND   TRAILERS 


Typical  Motor  Trucks.     Fig.  1— Novel  Method  of  Car  Loading;  Fig.  2— Dump  Body,  Lever  Operated;  Fig.  3— Oil  Tank 
Track;   Fig.  4— Motor   Sprinkler;   Fig.   5— Dump    Body,   Hoist   Operated;    Fig.    6— Handling    Barrels;    Fig.    7— Handling 

Fruit ;  Fig.  8— Handling  Grain 


MOTOR   TRUCK  APPLICATIONS 


571 


to  market,  to  the  carrying  of  farm  laborers  to  and  from 
places  where  they  are  needed,  and  the  pulling  of  drags  and 
other  road  machinery. 

Jt  lias  been  estimated  that  more  than  7cS,000  motor  vehicles 
arc  being  used  l>y  American  farmers.  The  figures  indicate 
that  the  farmer,  as  a  class,  is  the  largest  user  of  the  motor 
truck. 

The  computed  average  saving  of  the  motor  truck  over  the 
cost  of  horse  haulage  is  56  per  cent.  The  mileage-life  of 
quality  trucks  is  unmeasured.  Many  have  covered  100,000 
to  300,000  miles  in  from  live  to  nine  years  of  service.  Motor 
trucks  enahle  the  farmer  to  dispense  with  horses  for  road- 
hauling  and  to  keep  them  on  the  farm,  where  they  are 
most  useful. 

Tasks  on  the  farm  can  he  performed  with  fewer  laborers 
when  motor  trucks  are  sharing  the  burden.  It  requires 
only  a  few  minutes  each  day  to  keep  a  good  motor  truck 
in  efficient  working  condition,  whereas  the  care  of  horses 
consumes  considerable  time;  hours  of  work  make  no  dif 
ference  to  a  motor  truck,  but  the  overworking  of  horses 
one  day  means  less  work  from  them  on  the  following  day ; 
extremes  of  heat  or  cold  have  little  effect  on  truck  opera 
tion,  but  they  seriously  reduce  the  efficiency  of  horses. 

Motor  trucks  with  convertible  bodies  arc  easily  adapted 
to  almost  any  kind  of  farm  work. 

Textiles 

Transportation  in  the  textile  field  covers  a  wide  range  of 
haulage.  A  single  establishment  often  has  problems  of 
light  and  heavy  loads,  indoor  and  outdoor  trucking,  long 
and  short  hauls,  materials  in  packages  and  bulk. 

Motor  trucks,  through  their  ability  to  do  better  hauling 
at  lower  cost  over  a  long  period  of  years,  are  solving  the 
problems  of  delivering  raw  materials  for  shipment  to  the 
mills,  of  hauling  it  when  it  arrives,  of  moving  it  through 
various  stages  of  manufacture,  and  delivering  the  finished 
product  to  warehouses  and  freight  depots. 

Trucks  are  being  used  to  haul  general  supplies,  bales  of 
cotton  and  other  raw  materials,  if  not  delivered  by  railroad 
directly  to  the  warehouses ;  to  haul  cotton  to  picker  rooms ; 
to  transport  the  cotton,  after  it  has  been  spun  into  yarn ; 
to  transfer  woven  goods  to  bleachcries,  dye  houses  or 
finishing  departments,  and  from  there  to  other  departments, 
and  finally  to  the  warehouses,  and  perhaps  later  to  the 
freight  houses ;  to  haul  barrels  of  dye  and  bleaching  material 
to  storehouses  and  from  there  to  dye  houses  or  bleacheries ; 
to  haul  materials  for  shipping  boxes  to  shops,  and  from 
there,  as  boxes,  to  finishing  rooms  and  shipping  depart 
ments  ;  to  move  lumber  to  various  places  around  mills 
where  repairs  arc  going  on ;  to  haul  coal,  ashes  and  ma 
chinery. 

Many  Southern  cotton  manufacturers  have  lowered  their 
transportation  cost  by  utilizing  the  big-load  motor  truck  for 
their  short  hauls. 

Retailers 

Nowhere  have  motor  trucks  been  a  more  direct  influence 
in  building  up  business  than  in  the  closely  competitive  field 
of  retail  merchandising,  where  friends  are  won  as  much  by 
the  character  of  customer  service  maintained  as  by  the 
quality  and  price  of  merchandise  sold.  Department  stores, 
furniture,  carpet  and  musical  instrument  dealers  have  been 
enabled  by  the  purchase  of  good  motor  trucks  to  expand 
strictly  local  business  until  today  they  are  serving  terri 
tories  embracing  several  cities  instead  of  neighborhood  dis 
tricts  in  single  cities.  They  are  making  profitable  deliveries 
to  points  25.  50  and  100  miles  and  more  distant,  thus 


developing  thousands  of  customers  formerly  too  remote  to 
reach.  The  truck  with  the  express  type  body  is  used  for, 
this  service.  In  addition  to  making  retail  deliveries,  motor! 
trucks  supply  transportation  service  between  railroad  freight- 
stations  and  company  warehouses,  and  between  warehouses; 
and  stores. 

Coal  and  Ice 

Cost  of  coal  at  the  minis  is  approximately  the  same  for 
all  coal  dealers.  Freightage  is  the  same.  There  is  liltlei 
difference  in  yard  expense.  It  is  in  delivery  efficiency,: 
then,  that  the  dealer  has  his  chief  opportunity  to  increase 
profits.  And  it  is  for  delivery  efficiency  that  coal  dealers 
are  learning  to  depend  on  motor  trucks. 

Not  only  does  the  motor  truck,  by  its  speed,  increase  the . 
dealer's  zone   of  delivery,  hence  the  volume  of  sales,   but 
during  the   rush   season   it   is   often   run    12   to   18  hours  a 
day  and  may  be  run  24  hours  if  necessary. 

For  this  service  the  motor  truck  has  been  successful  not 
only  in  the  long  haul,  but  also  in  the  short  haul  field,  where 
a  single  haul  is  less  than  three  miles  for  the  round  trip. 
This  has  been  made  possible  by  the  use  of  mechanical  load-' 
ing  and  unloading,  thus  releasing  the  truck  quickly  at  both 
ends  of  the  route.     The  unloading  rear  dump  body  is  the 
one   in    common   use.     A    single   movement     of    the     lever, 
beside  the  driver's  seat  is  sufficient  to  elevate  the  body  to 
an   angle  of  45   deg.,  and   in  30  seconds   the   load   can   be. 
dumped. 

The  modern  coal  plant  is  equipped  with  the  latest  and: 
best   machinery    for   unloading   the   coal    from   barges   and' 
cars  into  pockets,  from  which  it  is  in  turn  discharged  into 
motor  trucks  and  delivered  to  the  consumer.     In  the  past' 
a  customer  who  ordered   five  tons   received   five   deliveries 
of  one  ton  each.     Today  seven  or  eight  tons  are  hauled  in 
a   single  trip,  each  motor  truck  delivering  as  high  as   125 
tons  of  coal  a  day,  and  with  delivery  hours  much  shorter  ; 
than  they  were  in  the  days  of  horse-drawn  equipment. 

The  ease  of  dumping  is  one  great  advantage  of  the  motor 
truck,  since  the  driver  can  work  as  efficiently  at  the  end  ; 
of  a  day  as  at  the  beginning,  and  deliveries  are  not  slowed  i 
up  because  the  driver  is  tired. 

Where  loads  of  one  or  two  tons  capacity  are  delivered, 
division  boards   are   placed   in   the  body   of  the   truck   and  j 
each  order   is   put  in   its   compartment  and   weighed   so  as, 
to  get  the  correct  weight  in  each  case. 

Many    large   coal   companies    have    been    established    in 
which  motor  trucks  are  systematically  operated.     The  city  - 
is  districted  into  several  zones,  one  coal  yard  being  located  • 
as  nearly  as  possible  in  the  center  of  each  of  these  zones. 
Trucks  work  out  of  the  yards  in   these  respective   zones, 
thus   eliminating  the   long   hauls   that   would   be   necessary 
if  all  trucks  were  loaded  at  one  central  yard. 

Where  coal  and  ice  are  handled  by  the  same  firm,  trucks 
used  for  coal  delivery  in  the  winter  may  be  used  for 
delivering  ice  during  the  summer  months. 

Municipalities 

The  comparatively  modest  installations  in  numerous 
medium-sized  municipalities,  as  well  as  the  great  fleets 
employed  in  metropolitan  centers — more  than  500  units  in 
some  instances — are  practical  proof  of  the  adaptability  of 
the  motor  truck  to  a  wide  range  of  work.  Whether  engaged 
in  the  work  of  road-building,  of  street  sprinkling  and 
flushing,  of  snow  removal,  of  ash  hauling,  of  garbage  col 
lection,  all  of  which  are  so  essential  to  efficient  municipal 
work,  the  motor  truck  is  particularly  adaptable. 

The  efficiency  of  motor  equipment  in  hauling  ashes  and 


572 


MOTOR   TRUCKS.  TRACTORS  AND  TRAILERS 


Several  Types  of  Motor  Truck  Bodies 


MOTOR   TRUCK  APPLICATIONS 


573 


garbage  from  residences  to  municipal  dumps  and  reduction 
plants  has  been  shown  in  many  cities.  The  trucks  fur 
nished  to  municipalities  are  sometimes  equipped  with  remov 
able  bodies  to  permit  of  their  being  readily  converted  into 
tlushers  and  sprinklers  by  the  substitution  of  tank  bodies 
to  replace  the  dumping  bodies.  The  trucks  participate  in  all 
phases  of  street  cleaning  work,  including  the  removal  of 
garbage,  ashes  and  snow. 

Oil  and  Rubber 

Oil,  rubber  and  automobiles  are  products  each  of  which 
has  stimulated  the  demand  for  the  other.  Increased  produc 
tion  of  motor  cars  and  trucks  means  increased  demand  for 
oil  and  rubber.  In  turn,  increased  production  of  oil  and 
rubber  creates  the  demand  for  more  and  more  motor  trucks 
to  perform  the  multiplying  hauling  duties  incident  to  the 
production  and  distribution  of  oil  and  rubber  products. 

In  both  the  oil  and  rubber  industries,  motor  trucks  are 
to  be  found  in  installations  ranging  from  a  few  trucks  to 
great  fleets  consisting  of  several  hundred  units,  contending 
with  the  severities  of  the  oil  fields  and  rubber  plantations 
at  the  production  end  of  the  industry,  or  delivering  oil  and 
gasoline,  rubber  tires  and  manufactured  goods  at  the  dis 
tribution  end. 

In  the  fields  where  petroleum  is  produced,  motor  trucks 
begin  to  work  the  day  the  decision  is  made  to  drill  a  well. 
They  first  haul  timber  to  the  location.  They  haul  the 
boiler,  rig,  fishing  tools  and  casing.  When  it  is  time  for  the 
well  to  be  "shot,"  a  motor  truck  brings  the  nitre-glycerine. 
Later  the  trucks  bring  tubing,  sucker  rods  and  pumping 
outfits,  assist  in  laying  and  maintaining  the  pipe  lines  which 
carry  the  petroleum  away,  and  finally  work  in  and  about  the 
refineries  and  tank  farms. 

Gasoline  and  oil,  as  well  as  all  other  petroleum  products 
from  the  refineries,  are  shipped  by  water  and  rail  to  many 
stations  in  these  districts,  and  from  there  are  transported 
daily  by  motors  trucks  to  filling  stations,  manufacturing 
plants  and  to  other  consumers.  Routes  average  SO  miles 
for  each  truck. 

Motor  trucks  fill  many  hauling  needs  in  the  rubber 
industry.  Many  trucks  are  engaged  in  local  hauling 
between  the  factory  and  railroad  freight  depots,  handling 
incoming  fabrics,  chemicals,  crude  rubber  and  other  raw 
material,  and  transporting  outgoing  tires,  tubes  and  other 
finished  products. 

Motor  trucks  operate  on  schedules  over  established 
routes  and  distribute  these  products  to  service  stations  in 
their  respective  territories. 

Hauling  Food  Products 

Dealers  in  groceries,  baked  goods,  meats,  vegetables,  fruit, 
produce,  ice  cream,  dairy  and  other  highly  perishable  food 
products,  appreciate  the  value  of  dependable  delivery  equip 
ment.  In  this  field,  unfailing  punctuality  is  a  business 
builder  of  appreciable  power.  Under  these  circumstances,  it 
is  not  surprising  to  find  the  motor  truck  in  increasing 
demand.  Motor  fleets,  according  to  the  testimony  of 
owners,  have  stimulated  business  growth  by  extending  the 
radius  of  deliveries  and  opening  avenues  to  new  customers ; 
reducing  unnecessary  delays,  thus  insuring  the  delivery  of 
perishable  products  in  better  condition  and  winning  the 
customer's  appreciation  and  continued  patronage ;  serving 
more  customers  in  less  time  on  old  routes ;  meeting 
emergencies  and  handling  rush  orders  with  a  minimum  of 
delay  and  confusion. 

Meat  packers,  dealing  in  a  product  that  must  be  dis 
tributed  with  maximum  dispatch  and  minimum  handling, 


are  building  up  great  fleets  of  motor  trucks.  Single  oper 
ators  own  fleets  that  range  from  a  few  trucks  to  several 
hundred  units. 

Again,  in  the  dairy  business,  with  its  possibilities  for  loss 
through  poor  transportatio'i  of  a  perishable  product,  the 
motor  truck  is  proving  an  important  factor  in  producing 
profits.  A  truck  with  the  refrigerator  type  body  is  used 
for  this  service.  It  hauls  milk  from  farms  60  mi.  to  75  mi. 
distant  from  the  city,  and  delivers  to  other  units  which 
distribute  it.  Delivery  of  baked  goods  and  groceries 
presents  an  equally  exacting  problem.  Truck  fleets  are 
common  in  both  fields. 

Public  Utilities 

In  the  building  and  extending  of  telephone  and  telegraph, 
water,  gas,  railway,  light  and  power  lines,  the  hauling  is 
heavy  and  the  roads  often  are  bad.  But  despite  these  con 
ditions,  the  hauling  unit  that  serves  public  utilities  com 
panies  must  be  able  to  go  anywhere  at  any  time.  In  this,  as 
in  other  exacting  work,  motor  trucks  are  predominantly 
used.  They  have  the  ability  to  stand  up  under  hard  service, 
and  in  almost  every  phase  of  work  involved  in  installing 
and  maintaining  public  utilities  they  are  proving  indis 
pensable. 

In  the  installation  and  maintenance  of  a  telephone  system 
there  is  a  truck  adapted  to  suit  almost  every  operation. 
For  light  delivery  service,  station  installation  work  and 
small  jobs  of  all  kinds,  there  is  the  f^-ton  unit.  The 
2-ton  unit  is  the  general  utility  truck.  This  truck  is  the 
backbone  of  the  maintenance  department,  carrying  all  the 
necessary  equipment  and  men  for  repair  jobs.  It  is  also 
used  for  construction  work  of  the  heavier  type,  hauling 
cross-arms,  glass  and  wire  and  construction  material.  It 
is  able  to  travel  great  distances  with  speed  and  certainty. 
Sometimes  the  truck  is  constructed  with  a  tower  for  over 
head  work  in  the  city. 

The  3  or  3^-ton  truck  lends  itself  to  almost  all  heavy 
construction  work.  Equipped  with  a  power-driven  winch,  it 
can  be  used  for  loading,  unloading  and  setting  poles  as  well 
as  transporting  them,  besides  pulling  underground  and 
aerial  cable. 

Where  winch  equipment  can  be  used,  three  men  and  the 
truck  driver  can  easily  set  a  pole.  As  many  as  eight  men 
are  required  where  the  winch  is  not  used,  depending  on 
conditions  and  the  sizes  of  the  pole. 

The  S-ton  truck  is  suitable  for  the  heaviest  kinds  of 
construction  work  and  for  hauling  lead-covered  cable  of 
great  weight. 

Special  Services 

The  preceding  are  only  a  few  of  the  many  possible  appli 
cations  of  the  motor  truck  in  material  handling,  and  many 
special  appliances  arc  used  which  make  the  trucks  more 
valuable  in  various  places.  Among  these  may  be  mentioned 
power  winches  which  are  used  to  aid  in  the  unloading  of 
heavy  objects,  and  swinging  crane  apparatus  used  to 
remove  heavy  objects  from  the  truck  platform.  Also  the 
manufacture  of  special  type  trucks  has  increased  the  scope 
of  motor  truck  application.  One  of  these  is  the  gas-electric 
truck  which  uses  a  combination  of  the  gas  and  electric  types 
of  power  units.  The  principles  of  design  are  such  that  no 
starting  clutch,  long  shaft,  countershaft,  differential  gear, 
sprockets,  chains  or  live  rear  axle  are  required.  The 
functions  of  these  parts  are  performed  by  the  generator, 
wiring  and  driving  motors.  This  type  of  construction 
permits  the  truck  to  be  built  with  a  low  platform,  which 
feature  is  advantageous  in  loading. 


574 


MOTOR   TRUCKS,   TRACTORS  AND   TRAILERS 


Another  special  design  is  the  electric  truck  which  auto 
matically  loads  and  unloads  without  the  driver  leaving  his 
seat.  This  unit  is  adapted  for  hauling  in  industries  where 
materials  to  be  carried  can  be  straddled  and  picked  up,  such 
as  lumber,  brick,  pipe,  paper,  bar  iron,  steel,  cotton  and 
cement.  The  material  to  be  transported  is  piled  on  two 
wooden  bolsters,  the  carrier  straddles  the  pile,  two  hooks 
on  each  side  of  the  carrier  pick  up  the  load  and  it  is  car 
ried  away  and  dropped  wherever  desired. 

Demountable  Bodies 

Demountable  bodies  are  manufactured  in  two  principal 
types_open  and  completely  enclosed.  The  open  type  usually 
lias  staked  sides  and  ends.  The  enclosed  type  has  an 
enclosed  body  with  side  or  end  doors.  Either  type  forms 
a  complete  body  for  a  motor  truck  or  trailer.  These  bodies 
are  provided  with  hooks  or  other  attachment,  or  slings 
can  be  readily  slipped  underneath  and  the  body  with  its 
load  can  then  be  lifted  from  the  truck  chassis  with  an  over 
head  crane  or  other  appliance. 

The  motorization  of  the  Cincinnati,  O.,  terminal,  where 
motor  trucks  and  demountable  bodies  have  been  substituted 
for  freights  cars  in  the  movement  of  less-than-carload 
freight  within  the  terminal,  is  an  interesting  example  of  the 
application  of  demountable  bodies  and  of  the  correlation  of 
the  railroad  and  the  moti  r  truck  as  the  solution  of  a  difficult 
transportation  problem. 

Prior  to  the  organization  of  the  Cincinnati  Motor  Ter 
minals  Company,  the  handling  of  less-than-carload  freight 
involved  unloading  from  the  car  and  piling  on  the  main 
station  platform ;  loading  either  into  horse-drawn  vehicles 
for  moving  to  the  station  to  which  it  was  consigned,  or  into 
trap  cars  when  sufficient  accumulation  justified  trap  car 
movement.  On  arrival  at  the  outbound  station  of  the  con 
necting  line,  freight  was  unloaded  to  the  platform  and  then 
reloaded  into  cars. 

Two  handlings  now  complete  the  operation.  Equipment 
consists,  in  the  main,  of  225  demountable  motor  truck 
bodies  and  16  5-ton  trucks.  When  the  loaded  body  has 
been  lifted  by  electric  cranes  and  hoists  from  a  truck 


chassis,  it  is  replaced  by  an  empty  body,  to  be  returned  to 
the  inbound  platform  of  the  same  freight  house.  The  opera 
tion  of  unloading  from  the  car,  reloading  the  body  with 
freight  and  delivering  to  an  outbound  platform  is  then 
repeated. 

Advantages  of  the  new  system  have  been  a  net  economy 
in  handling  of  $0.352  per   ton,   indicating  an  annual   gross 


Demountable   Bodies  Eliminate  Waiting   Time   of  Trucks 

economy  of  $126,507,  a  gain  of  approximately  52.4  hours 
in  the  speed  of  handling  freight ;  a  saving  of  50.4  per  cent 
in  platform  area  (equivalent  to  increasing  platform  capacity 
by  498.4  tons  daily)  ;  reclamation  of  248,504  square  feet  of 
station  realty  by  the  elimination  of  6,232  lineal  feet  of 
trackage  and  space  between  tracks,  formerly  used  by  trap 
cars ;  the  annual  release  of  66,862.5  trap  cars  for  other 
service ;  conservation  of  labor  by  30  per  cent  through 
elimination  of  two  rehandlings  of  freight :  reduction  of  loss 
through  damage  claims,  in  proportion  to  the  decrease  in 
amount  of  handling  of  goods  necessitated. 


Truck-Tractors  and  Tractors 


The  motor  truck  or  truck-tractor  is  used  principally  to 
haul  trailers  over  improved  roads  at  motor  truck  speeds. 
In  this  way  the  truck  not  only  carries  a  load  on  its  own 
frame,  but  may  also  haul  one  or  more  trailers ;  when  it  is 
used  with  semi-trailers,  part  of  the  load  is  carried  by  the 
truck  and  part  by  the  trailer. 

The  track-laying  tractor  is  a  type  which  carries  no  load, 
but  hauls  its  load  on  slow-speed  trailers.  It  is  m.t  used  to 
any  great  extent  for  what  might  be  termed  industrial  haul 
age,  but  rather  for  cross-country  hauling,  where  unfavor 
able  conditions  prevail.  It  is  used  for  material  hauling, 
road  making,  logging  and  similar  service  over  country  that 
is  in  many  instances  unimproved  and  over  almost  impas 
sable  muddy  and  rough  roads. 

A  special  type  of  electric  tractor  has  a  motor  in  the  large 
driving  front  wheel.  This  is  used  on  docks  and  piers  to 
haul  trailers  loaded  with  lumber.  Another  special  type 
consists  of  an  electric  tractor  with  a  crane.  This  can  be 
used  for  heavy  work  to  load  the  trailers  and  then  haul 
them  to  the  desired  location. 

Determination    of    Loadings 

The  load  that  can  be  pulled  by  a  motor  truck  on  a  trailer 


or  semi-trailer  depends  upon  factors  which  vary  with  di:- 
ferent  equipment  and  different  operating  conditions.  Dis 
tinction  must  be  made  between  the  amount  of  load  which 
it  is  possible  for  a  truck  to  pull  and  the  amount  which  it 
is  advisable  to  haul.  The  poss:ble  total  load  depends  upon 
the  available  driving  effort  at  the  truck  tires,  mechanical 
efficiency  of  the  trailer  and  the  operating  conditions.  The 
advisable  load  depends  upon  the  costs  of  doing  the  work. 

The  determination  of  the  possible  total  load  a  motor  can 
haul  necessitates  the  determination  of  the  available  "trac 
tive  effort"  and  the  "tractive  resistance,"  because  in  order 
that  a  truck  may  haul  any  load,  the  tractive  resistance  must 
be  less  than  the  available  tractive  effort. 

Tractive  effort  (T  E)  is  the  maximum  driving  force 
expressed  as  the  number  of  pounds  pull  or  push  at  the 
truck  tires.  It  is  determined  by  the  maximum  torque  of 
the  truck  engine,  the  gear  reduction,  efficiency  of  the  driving 
mechanism  and  diameter  of  the  driving  wheel. 

The  torque  of  the  engine  (Te)  is  its  turning  moment 
at  the  flywheel,  and  is  usually  expressed  in  pound-feet. 

Efficiency  (E)  is  the  ratio  of  the  a'rount  of  power 
developed  by  the  engine  to  the  amount  delivered  at  the 
wheels.  This  will  vary  in  different  vehicles  from  80  per 


TRUCK-TRACTORS  AND  TRACTORS 


575 


cent  to  90  per  cent  when  operated  in  direct  speed,  and  from 
70  per  cent  to  85  per  cent  when  operated  in  slower  than 
direct  speed. 

Speed  ratio  or  total  gear  ratio  ((id)  is  equal  to  the 
transmission  ratio  times  the  final  driving  ratio. 

The  diameter  of  the  wheels  must  also  be  taken  into  con 
sideration,  as  the  tractive  effort  varies  inversely  as  the 
radius.  The  actual  diameter  of  pneumatic  tires  is  greater 
than  the  nominal  or  listed  diameter.  However,  the  weight 
of  the  vehicle  compresses  the  lower  part  of  the  tire  so  that 
the  distance  from  the  center  of  the  wheel  to  the  ground 
is  approximately  equal  to  one-half  of  the  nominal  diameter. 
The  actual  diameter  of  solid  tires  also  exceeds  the  nominal 
diameter,  but  on  account  of  wear,  one-half  of  the  nominal 
diameter  is  used  as  equal  to  the  radius  (r). 

The  tractive  effort  (T  E)  for  any  motor  vehicle  can 
be  determined  by  use  of  the  following  formula,  which 
takes  into  account  the  factors  presented. 


T 


Te  X  Gd   X   E 


The  average  motor  truck  when  loaded  will  develop  a 
maximum  tractive  effort  in  pounds  equal  to  approximately 
one-half  of  its  rated  carrying  capacity  in  pounds.  For 
example,  a  5-ton  truck  usually  develops  about  5,000  Ib. 
tractive  effort.  The  maximum  tractive  effort  is  developed 
on  low  gear  and,  therefore,  when  a  motor  truck  has  excep 
tionally  high  or  exceptionally  low  total  gear  ratio,  this  rule- 
of-thumb  will  not  hold  good. 

Tractive  resistance  (T  R)  is  the  "holding  back"  force 
due  to  grade  (Gr),  road  resistance  (T  Re)  and  wind 
resistance  (\Yrc).  The  wind  resistance  is  so  slight  to  a 
vehicle  operating  at  the  speed  of  motor  trucks  that  it  may 
be  neglected.  The  total  tractive  resistance  (T  R),  there 
fore,  is  found  by  adding  together  the  grade  resistance  (Gr) 
and  road  resistance  (T  Re). 

Grade  is  the  magnitude  of  inclination  of  a  roadway  from 
the  horizontal.  It  is  expressed  as  the  percentage  of  the 
amount  of  rise  to  the  horizontal  distance  traveled.  Grade 
resistance  is  due  to  the  raising  of  the  load  through  a 
vertical  distance  as  the  load  moves  forward.  If  the  load 
were  lifted  vertically  the  force  required  to  lift  it  would  be 
equal  to  the  weight  of  the  load,  hut  when  a  load  is  carried 
up  a  grade,  it  is  moved  both  horizontally  and  vertically,  and 
as  grade  is  expressed  in  the  percentage  that  the  vertical  rise 
is  to  the  distance  traveled  horizontally,  the  lifting  effort  or 
grade  resistance  (Gr)  can  be  obtained  by  multiplying  the 
total  weight  by  the  per  cent  grade.  This  expressed  as  a 
formula  is : 

Gr    :=  \V     (weight)    X   G 

Road  resistance  (Re)  is  that  characteristic  or  quality  of 
a  road  surface  which  tends  to  hinder  or  prevent  the  move 
ment  of  a  wheeled  vehicle  over  it.  Road  resistance  (Re) 
is  usually  expressed  in  pounds  per  ton  of  weight  moved, 
and  varies  widely  for  different  types  of  roads.  The  approxi 
mate  resistance  expressed  in  pounds  per  ton  offered  by  the 
various  types  of  roads  is  shown  in  the  table  on  page  563. 

Total  road  resistance  (T  Re")  for  any  given  road  is 
found  by  multiplying  the  total  weight  of  vehicle  or  vehicles 
and  load  expressed  in  tons  by  the  pounds  resistance  per 
ton  shown  in  the  table  for  the  type  of  road,  i.  e. : 

T  Re  =  W  X  Re 

The  total  tractive  resistance  (T  R)  which  is  equal 
to  the  sum  of  the  grade  resistance  (Gr)  and  the  total 
road  resistance  (T  Rel,  can  be  found  by  using  the  following 


formula,     the     terms     of     which     have     been     explained : 
T  R  =  Gr  +  TRc  -  (W   X   G)   +  (W  X  Re) 

The  following  example  will  illustrate  how  to  determine 
the  total  load  which  can  be  handled  by  a  motor  truck  under 
a  given  condition.  Suppose  the  truck  in  question  is  of  5 
tons  capacity  with  a  total  tractive  effort  equal  to  5,000  Ib., 
and  it  is  desired  to  determine  how  much  load  can  be  carried 
on  this  truck  and  trailer  up  a  5  per  cent  grade  over  a  good 
gravel  road. 

Total  tractive  resistance  is  obtained  as  shown  above  by 
adding  the  grade  resistance  and  the  road  resistance.  For 
one  ton  of  weight  every  per  cent  of  grade  adds  20  Ib.  tn  the 
tractive  resistance.  The  road  resistance  (see  road  resist 
ance  tables)  and  grade  resistance  are  expressed  in  pounds 
per  ton;  therefore,  the  total  tractive  effort  in  pounds  divided 
by  the  sum  of  the  road  resistance  and  grade  resistance, 
expressed  in  pounds  per  ton,  will  give  the  total  number 
of  tons  which  can  be  moved : 

Total  weight  that  can  be  hauled 

TR  5000 

-    i=   27.7    tons 
(GX20)  +  Re  (5X20)  +80 

The  total  weight  of  27.7  tons  arrived  at  above  includes 
the  weight  of  the  truck  and  trailer  as  well  as  the  load; 
therefore,  the  weight  of  the  truck  and  trailer  must  be  sub 
tracted  from  the  total  weight  to  obtain  the  weight  of  the 
pay  load.  For  example,  if  the  truck  and  body  weighed 
10,000  Ib.,  trailer  and  its  body  5,400  Ib.,  the  total  weight  of 
the  two  vehicles  is  15,400  Ib.,  or  7.7  tons,  and  the  pay  load 
would  be  20  tons. 

The  example  given  illustrates  a  method  of  determining 
the  maximum  load  which  can  be  hauled  (in  low  gear) 
under  the  given  conditions,  but  docs  not  take  into  account 
all  the  factors  which  should  be  considered  when  deciding 
whether  or  not  trailers  should  he  used  on  continuous  opera 
tion. 

The  advisability  of  the  use  of  trailers  on  continuous 
operation  depends  upon  the  average  performance  and  aver 
age  costs  which  will  be  experienced  over  a  long  period  of 
time  and  not  upon  whether  or  not  the  work  can  be  done 
in  a  demonstration  of  short  duration.  Careful  consideration 
must  be  given  to  all  phases  of  the  operating  problem  which 
include  not  only  the  grades  to  he  encountered  and  the  condi 
tion  of  the  roads  during  the  various  seasons  of  the  year, 
but  also  the  time  factors  which  determine  the  possible 
average  trips  that  can  be  made  per  day  throughout  the 
year.  Low  costs  are  obtained  by  maintaining  the  highest 
practical  road  speed  while  the  equipment  is  running ;  by 
reducing  the  standing  time  of  the  equipment  to  a  minimum 
and  by  maintaining  the  lowest  possible  equipment  and 
operating  cost  per  unit  of  material  handled. 

A  set  rule  cannot  be  given  by  which  it  can  be  determined 
in  general  what  type  and  size  of  trailer  or  trailers  should 
be  used  for  different  kinds  of  work  and  whether  or  not 
economies  would  be  effected  by  their  use.  Sometimes,  when 
it  is  possible  to  reduce  the  standing  time  by  the  use  of 
trailers,  reduction  in  running  time  because  of  the  use  of 
trailers  and  the  increase  in  operating  and  maintenance 
expenses  will  more  than  offset  the  saving  which  can  be 
effected  in  the  reduction  of  loading  or  unloading  time. 
Every  trailer  application  problem  is  a  study  in  itself  and 
must  be  carefully  considered  to  determine  what  the  prob 
able  haulage  costs  will  be  over  a  long  period  of  time. 

Special  work,  such  as  handling  of  extra  long  or  extra 
bulky  material,  frequently  makes  the  use  of  trailers  abso- 
lutelv  necessarv.  and  in  cases  of  this  nature  consideration 


576 


MOTOR   TRUCKS,  TRACTORS  AND   TRAILERS 


Typical  Trartors  and  Trailers:    Fig.  1— Semi-Trailer;  Fig.  2— Pole    or    Pipe    Trailer;    Fig.    3 — Four-Wheel   Trailer   with 

Dump  Body;  Fig.  4— Four-Wheel  Trailer,  Slow  Speed;  Fig.  5— The  Trailer  Doubles  the  Capacity;   Fig.  6- Semi-Trailer 

with  High  Sides;  Fig.  7— Tractor  Used  in  Logging;  Fig.  8— Hauling  Logs  on  Two-Wheel  Trailers 


TRAILERS 


577 


in  the  selection  of  the  equipment  must  be  based  entirely  upon 
whether  or  not  the  pulling  vehicle  is  of  sufficient  size  con 


stantly  to  perform  the  work  without  excessive  depreciation 
and  maintenance  cost. 


Trailers 


Any  vehicle  which  can  be  attached  behind  a  motor 
truck  or  tractor  is  not  necessarily  a  good  trailer.  Trailers 
should  be  designed  and  constructed  with  much  care  and 
skill  and  the  selection  of  the  proper  type  naturally  depends 
upon  conditions  and  the  commodity  to  be  hauled. 

Trailers  have  six  major  functions:  They  (1)  increase 
the  load-hauling  capacity  of  the  motor  truck;  (2)  reduce 
the  cost  of  transportation;  (3)  save  waiting  time  of  motor 
truck  while  loading  and  unloading;  (4)  move  objects  that 
cannot  be  carried  on  motor  trucks  alone;  (5)  take  care  of 
excess  loads  and  peak  haulage ;  and  (6)  enable  passenger 
automobiles  to  be  used  for  freight  haulage  purposes. 

Great  savings  are  possible  by  the  use  of  trailers  for 
hauling  bulky  materials  which  take  up  a  great  deal  of 
space  in  proportion  to  their  weight.  Trailers  are  also  used 
to  haul  long  lengths  which  will  not  go  on  the  truck  alone. 

They  are  used  also  on  short-haul  work,  where  the  truck 
is  used  as  a  tractor  and  carries  no  load,  and  in  some  long 
distance  hauling. 

Single  large  castings,  steel  girders,  funnel  sections  and 
large  boilers  as  heavy  as  16,000  Ib.  and  of  a  size  and  weight 
too  great  to  be  hauled  on  a  motor  truck  alone,  can  be 
hauled  on  a  trailer  coupled  to  a  truck  wherein  the  length 
and  weight  are  divided  between  the  truck  and  the  trailer. 

The  strongest  arguments  in  favor  of  a  trailer  used  as 
an  auxiliary  to  a  truck  are  increased  carrying  capacity  and 
reduced  hauling  cost. 

In  any  line  of  business  where  there  are  large  tonnages 
to  be  hauled  the  cost  per  ton-mile  is  least  when  the  tonnage 
hauled  per  mile  is  largest.  On  long  hauls  the  question  of 
speed  is  also  an  important  one.  A  number  of  states,  how 
ever,  to  preserve  improved  roads,  prohibit  the  use  of  trucks 
of  more  than  four  or  five  tons  capacity  or  limit  the  total 
weight  of  truck  and  load  to  20,000  Ib.  or  25,000  Ib.,  which 
is  equivalent  to  limiting  the  pay  load  to  S  or  6  tons.  Loads 
of  double  this  tonnage  can  be  hauled  by  single  power 
units  drawing  trailers  without  violating  the  laws  or  doing 
any  more  injury  to  the  roads  than  when  the  loads  of  five 
or  six  tons  are  transported  on  single  trucks.  The  total 
weight  is  distributed  over  six  or  eight  wheels  instead  of 
being  concentrated  mainly  on  the  two  driving  wheels  of  a 
truck.  On  a  hard,  smooth,  level  road  two  loaded  trailers 
are  not  infrequently  drawn  by  a  single  truck,  thus  tripling 
the  tonnage  per  trip. 

In  operating  motor  trucks,  the  item  of  time  spent  in  load 
ing  and  unloading  is  often  a  most  expensive  one.  It  is 
imperative  that  this  lost  time  he  reduced  to  a  minimum. 
The  truck  is  too  costly  an  article  to  be  used  as  a  loading 
platform  and  should  be  kept  under  load  and  on  the  move 
to  be  a  profitable  investment.  This  may  be  accomplished 
by  the  use  of  one  or  more  of  the  many  forms  of  trailers 
which  are  applicable  for  the  particular  kind  of  commodity 
to  be  transported. 

If  one  trailer  is  used  it  can  be  loaded  while  the  truck 
is  making  the  trip  alone,  and  be  picked  up  by  the  truck 
every  other  trip.  Two  trailers  can  he  used  to  still  better 
advantage,  while  a  fleet  of  three  trailers  makes  a  very 
efficient  hauling  unit,  especially  where  loading  and  unload 
ing  take  up  a  large  part  of  the  truck's  time.  In  the  latter 
case  it  may  be  found  good  practice  to  use  the  truck  only 
as  a  tractor,  and  keep  it  in  motion  almost  continually.  One 


trailer  may  be  kept  at  each  I'nd  of  a  haul,  while  the  truck 
is  in  transit  with  a  third  trailer. 

The  class  of  service  and  type  of  construction  divides  the 
trailer  into  two  general  forms;  high  speed  trailers  and  slow 
speed  trailers. 

High  speed  trailers  are  used  principally  behind  motor 
trucks  at  speeds  from  4  m.p.h.  to  15  m.p.h.  There  are 
many  soft  road  conditions  where  it  is  required  to  haul  bulk 
material  or  for  logging  or  similar  service  under  which  it 
is  impossible  to  operate  efficiently  and  economically  with 
motor  trucks  and  high  speed  trailers.  Under  such  condi 
tions  the  cheapest  and  most  dependable  method  of  transpor 
tation  is  by  a  tractor  with  a  train  of  slow  speed  trailers  of 
strong,  sturdy  construction. 

Trailers  fall  into  four  general  classifications,  according 
to  type : 

(1)  Four-wheel  trailers. 

(2)  Two- wheel  trailers. 

(3)  Semi-trailers. 

(4)  Pole  or  pipe  trailers. 

The  four-wheel  trailers  are  sub-divided  into  reversible 
and  non-reversible  types;  light  high-speed  trailers,  for  use 
with  passenger  automobiles ;  heavy  duty  trailers,  hauled  by 
motor  trucks  for  general  haulage  purposes ;  straight  frame 
and  drop  frame  models ;  and  slow-speed  trailers  with  dump 
bodies,  for  use  in  trains  with  tractors. 

Two-wheel  trailers  may  be  classified  into  light  and  heavy 
types  for  use  respectively  with  passenger  cars  and  motor 
trucks ;  dumping  and  non-dumping  types. 

The  semi-trailers  may  be  classified  into  straight-frame 
and  drop-frame  types. 

Pole  and  pipe  trailers  are  made  in  extension  reach  and 
non-extension  reach  types. 

Almost  any  type  of  body  can  be  mounted  on  the  four- 
wheel  trailer  and  many  different  types  on  the  semi-trailer 
and  the  two-wheel  trailer.  The  pole  and  pipe  trailers  are 
not  intended  to  carry  bodies,  but  instead  are  provided  with 
bolsters  to  retain  their  loads. 

There  is  a  type  and  size  of  trailer  for  almost  every  pur 
pose,  ranging  in  capacity  from  500  Ib.  to  15  tons. 

Four- Wheel  Trailers 

Four-wheel  trailers  are  complete  vehicles  in  themselves, 
intended  to  carry  their  own  load  and  be  pulled  by  another 
vehicle.  This  type  of  trailer  is  manufactured  in  ;wo  gen 
eral  classes ;  one  class  being  intended  for  use  behind  slow- 
moving  tractors  and  the  other  for  use  behind  fast-moving 
tractors  or  motor  trucks.  The  first  class  was  the  result 
of  a  transition  from  the  horse-drawn  wagon,  developed  for 
use  in  connection  with  heavy  slow-moving  road  tractors. 
Trailers  of  this  kind  are  of  a  construction  similar  to  that 
of  wagons  built  for  carrying  the  same  kind  of  load,  except 
that  certain  parts  in  their  construction  are  necessarily 
heavier  to  withstand  the  strains  of  towing  other  trailers 
behind  them  in  addition  to  carrying  their  own  load ;  in 
some  cases  they  are  made  reversible,  i.  e.,  can  be  steered 
from  either  end.  Slow-speed  trailers  are  suitable  only  for 
use  behind  slow-moving  tractors,  and  are  ordinarily  used 
in  rural  districts. 

The  advent  of  the  high-speed  tractor  and  the  extensive 


578 


MOTOR   TRUCKS,   TRACTORS  AND   TRAILERS 


commercial  use  of  motor  trucks  as  tractors  made  changes 
in  trailer  design  necessary  to  make  them  practical  for  use 
in  connection  with  vehicles  which  maintain  a  road  speed 
higher  than  three  or  four  miles  an  hour.  Road-shock  ab 
sorbing  devices,  such  as  springs  and  rubber-tired  wheels, 
are  not  necessary  on  slow-moving  vehicles,  but  these  features 
are  necessary  in  the  faster  moving  vehicles  in  order  to  ob 
tain  a  reasonably  long  operating  life  and  to  reduce  to  a  mini 
mum  the  effort  required  to  pull  them. 

The  details  of  design  vary  in  different  makes  cf  four- 
\vheel  trailers  produced  today  for  use  behind  high-speed 
tractors  and  motor  trucks,  but  in  principle  they  are  all 
similar.  The  universal  practice  is  to  use  a  steel  frame  sup 
ported  by  two  axles  with  automobile  or  truck  type  wheels. 
Springs  similar  to  those  used  on  motor  trucks  and  built 
in  proportion  to  the  load  to  be  carried  are  mounted  between 
the  axles  and  the  frame.  Rubber  tires  are  provided  both 
to  lessen  the  road  shocks  to  the  entire  vehicle  and  to  make 
practical  the  use  of  anti-friction  wheel  bearings. 

The  chassis  of  the  four-wheel  trailer  is  designed  to 
standard  construction  so  that  the  many  types  of  bodies 
mounted  on  motor  truck  chassis  are  adaptable  and  can 
be  used  interchangeably.  The  types  of  bodies  may  include : 
Stake  or  platforms,  open  or  express,  enclosed  or  panel, 
dump  and  tank. 

Some  trailers  arc  fitted  with  hand-operated  roll-offs,  but 
a  type  of  four-wheel  trailer  that  is  coming  into  common  use 
has  a  hinged  frame  that  permits  the  load  to  be  tilted  until 
it  rolls  off  at  the  rear  by  gravity. 

Four-wheel  trailers  are  made  either  reversible  or  non- 
reversible.  The  reversible  trailers  have  provision  for  steer 
ing  at  either  end,  and  are  equipped  with  a  drawbar  at  both 


with  this  construction  it  may  be  guided  from  the  opposite 
end  from  which  it  is  pushed.  Non-reversible  trailers  have 
the  steering  mechanism  and  drawbar  at  one  end  only,  and 
the  rear  axle  is  pcrma.iently  fixed  in  position  similar  to  the 
rear  axle  of  a  wagon. 

Provision  for  steering  four-wheel  trailers  is  made  by  the 
use  of  either  steering  knuckle  axles  of  the  automobile  type, 


A  Train  of  Trailers 

ends  which  permits  the  truck  to  be  attached  at  either  end 
without  turning  the  trailer  around.  This  feature  is  also 
provided  to  facilitate  backing  and  "spotting"  the  trailer,  as 


A  Fleet  of  Trailers 

or  by  the  use  of  fifth-wheel  construction  similar  to  that 
used  on  wagons.  When  the  former  type  is  used  a  suitable 
steering  linkage  mechanism  is  attached  to  the  drawbar  on 
the  trailer  so  that  when  the  drawbar  is  turned  to  the  side 
the  wheels  are  cut  in  the  same  direction.  The  reversible 
type  trailers  have  steering  mechanism  locking  devices,  so 
that  the  wheels  at  the  end  of  the  trailer,  not  being  used  for 
steering,  can  be  held  rigidly  in  a  straight  position.  When 
the  fifth-wheel  type  of  steering  is  used,  the  drawbar  is 
attached  to  a  part  of  the  construction  which  turns  with  the 
axle,  and  steering  is  accomplished  by  the  rotation  of  the 
axle  with  the  two  wheels  about  a  king  pin  at  the  center 
of  the  fifth  wheel. 

Four-wheel  trailers  are  sometimes  connected  to  the  towing 
truck  or  tractor  by  a  drawbar,  provided  with  springs  to 
take  up  the  shock  of  starting  and  to  cushion  the  pull  and 
thrust  of  the  trailer  when  running.  On  some  trailers  the 
drawbar  is  attached  at  the  rear  end  to  the  steering  rod  and 
is  provided  with  compression  springs,  which  are  enclosed 
within  the  drawbar  and  are  packed  in  grease.  Sometimes 
the  drawbar,  which  is  swiveled  to  a  truss  draft  beam  bolted 
to  the  frame,  swings  from  side  to  side  in  a  slot  between 
the  front  frame  and  a  sub-member  below.  On  other  types 
the  swivel  drawbar  not  only  swings  on  the  draft  beam  and 
steers  the  front  wheels,  bat  is  jointed  immediately  back  of 
the  curved  member  of  the  frame.  It  can  be  locked  into 
position,  but  the  drawhead  swivels  on  the  bar,  allowing 
the  motor  truck,  when  backing  the  trailer,  to  get  far  out  of 
line  witli  the  trailer  without  bending  or  breaking  the  draw 
bar.  The  drawbar  is  sometimes  hinged  at  the  axle  so  that 
it  may  take  any  necessary  angle  in  a  vertical  plane. 

Safety  chains  are  attached  to  the  drawbar  and  front 
axle  and  are  provided  with  hooks  to  be  placed  in  eyes  on 
the  motor  truck  coupler  to  insure  against  accident  in  case 
of  possible  breakage  or  failure  of  the  connection  between 
machine  and  trailer. 

The  types  of  work  for  which  four-wheel  trailers  are 
ordinarily  used  are  the  haulage  of  bulky,  light  loads,  such 
as  barrels,  empty  boxes,  cotton  bales,  metal  stampings,  etc., 
and  exceptionally  heavy  loads  such  as  safes,  boilers,  large 
machinery,  etc. 


TRAILERS 


579 


Tank  trailers  of  the  four-wheel  type  are  coming  into 
use  by  oil  and  chemical  companies.  They  are  proving 
economical  because  they  double  the  load  hauled  at  each 
trip  of  the  truck  and  also  because  they  save  loading  and 
unloading  time.  Truck  and  trailer  tanks  can  be  fitted  simul 
taneously  and  the  trailer  can  be  left  at  a  garage  or  supply 
station  to  discharge  while  the  truck  proceeds  alone  to  the 
next  station  to  be  emptied.  The  trailer  is  picked  up  on  the 
return  trip. 

Saving  of  loading  time  is  of  particular  interest  to  the 
lumber  manufacturers  because  the  making  up  of  a  load  of 
boards,  shingles,  lath  or  trim,  requires  a  great  deal  of  time. 
The  custom  usually  in  the  lumber  trade  is  to  leave  wagon* 
ut  mill  to  be  loaded,  while  drivers  and  horses  are  on  the 
road  with  other  wagons.  Adoption  of  trailers  and  semi 
trailers  enables  the  trade  to  continue  this  operating  method 
and  to  get  the  additional  advantage  of  the  superior  speed, 
load  capacity  and  endurance  of  motor  truck. 

Dump  Bodies 

The  bottom  dumping  body  and  the  spreading  body  is  a 
development  of  the  result  of  a  demand  for  a  trailer  body 
for  road-building  purposes ;  as  a  means  of  hauling  bulk 
material,  they  have  many  advantages.  Loose  material  can 
be  hauled  and  dumped  in  a  small  compact  pile.  Either  the 
bottom  dump  body  or  spreader  type  has  a  cubic  capacity 
of  about  3J^  yd.  A  provision  is  made  to  adjust  the  lower 
door  for  spreading  material  to  various  thicknesses.  Sec 
tional  bodies  are  sometimes  used  by  operators  and  carry 
different  kinds  of  material  to  one  or  more  points  on  the 
same  trip.  The  hoppers  operate  independently  of  each 
other.  Usually  they  are  made  of  equal  capacity. 

The  automatic  side  dump  body  discharges  the  load  outside 
of  the  wheels.  This  body  operates  by  gravity,  and  no 
power  is  required  to  dump  or  return  the  body  after  dump 
ing.  The  particular  drop-frame  construction  brings  the 
loading  height  to  about  60  in.,  which  is  within  easy 
reach  of  the  shovel,  thus  saving  time  and  energy.  The 
short  wheel  base  makes  possible  a  short  turning  radius,  and 
often  team  tongues  are  provided  because  in  some  instances 
the  trailers  are  pulled  by  horses.  Under  difficult  conditions 
there  is  only  one  other  form  of  hauling  equipment  which 


can  be  considered  for  road  work,  and  that  is  the  industrial 
railroad.  Trailers  are  better  because  of  the  smaller  initial 
investment;  the  freedom  from  track  limitations  makes  the 
trailer  movements  much  more  flexible. 

In  practically  every  city,  one  of  the  greatest  problems 
which  the  officials  must  solve  is  the  disposal  of  garbage  and 
ashes.  Many  cities  employ  the  trailer  train  system  for 
garbage  and  ash  removal.  Briefly,  the  method  followed 
is  to  hitch  a  team  of  horses  to  each  trailer  and  drive  from 
house  to  house  to  collect  the  loads.  When  filled  they  are 
driven  to  a  central  point  in  their  respective  zones  in  the 
city.  Here  they  are  met  by  a  motor  truck  with  three  or 
four  empty  trailers.  The  loaded  tailers  are  coupled  into 
a  train  and  hauled  by  the  truck  or  tractor  to  the  city 
incinerator  or  to  the  city  dump.  While  the  train  is  on 
the  way  the  teams  have  been  hitched  to  the  empties  and 
continue  the  work  of  collection.  Thus  teams  and  trucks 
are  used  in  their  fields  of  greatest  efficiency,  the  trucks 
hauling  12  tons  to  15  tons  per  trip  on  the  long  hauls  and 
being  continuously  operated  at  a  speed  of  8  m.p.h.  to  10 
m.p.h. 

Two- Wheel  Trailers 

The  two-wheel  trailer,  as  distinguished  from  the  semi 
trailer  or  pole  trailer,  is  used  principally  for  transporting 
comparatively  light  loads  af  500  Ib.  to  2,000  11).  at  automobile 
speeds. 

Two-wheel  trailers  are  different  from  semi-trailers  in 
that  the  entire  load  is  carried  by  the  trailer's  axle  and 
v.  heels.  The  entire  load  is  balanced  over  its  axle  and  the 
pulling  vehicle  serves  only  to  balance  the  trailer  and  tow  it. 
A  bracket  or  other  coupling  device  is  attached  to  the  rear 
e.ul  of  the  tractor  or  truck  for  attaching  the  tongue  or 
drawbar  of  the  trailer. 

The  two-wheel  trailer  is  used  by  truck  farmers,  retailers 
and  contractors.  Most  of  the  trailers  of  this  construction 
arc  of  the  light  high-speed  type,  but  heavier  types  are  manu 
factured  for  capacities  from  3.500  Ib.  to  4,000  Ib. 

Semi-Trailers 

Semi-trailers  are  a  type  of  two-wheel  trailer  which  have 
their  axles  and  wheels  placed  under  the  rear  portion  of 


Semi-Trailer*  Eliminate  Waiting  Time  of  Truck-Tractors 


580 


MOTOR   TRUCKS,   TRACTORS  AND  TRAILERS 


their  frame  and  which  are  supported  in  front  by  the  vehicle 
which  tows  them.  With  this  type  of  trailer  approximately 
40  per  cent  of  the  load  is  carried  by  the  towing  vehicle  and 
60  per  cent  by  the  trailer.  The  construction  of  these 
trailers  is  similar  in  principle  to  non-reversible  four-wheel 
trailers,  except  that  in  place  of  an  axle  in  front  there  is  a 
fifth-wheel  which  rests  upon  and  is  attached  to  the  truck 
or  tractor  with  which  they  are  used. 

Several  types  of  fifth-wheel  are  in  common  use  which 
allow  universal  action  and  permit  sidewise  as  well  as  fore- 
and-aft  rocking,  and  also  permit  the  truck  and  trailer  to 
stand  at  an  angle  to  each  other.  A  pair  of  compression 
springs  are  often  furnished  to  take  the  shock  of  starting 
the  semi-trailer  and  its  load. 

Special  trailers  of  the  semi-trailer  type  with  drop  frame 
are  produced  to  meet  heavy  hauling  conditions,  and  where 
a  low  loading  height  is  essential. 

The  single  form  is  used  for  hauling  machinery,  heavy 
blocks  of  stone,  plate  glass,  boxes  and  barrels.  As  the 
center  of  the  platform  is  only  18  in.  to  20  in.  from  the 
ground,  it  makes  the  loading  and  unloading  of  such  articles 
much  easier. 

Jacks,  that  operate  with  either  screw  or  ratchet  or  some 
other  means,  for  supporting  the  trailer  when  it  is  detached 
from  a  truck  or  tractor  are  necessary  on  this  type  of  trailer 
so  that  the  truck  or  tractor  will  not  have  to  remain  idle 
while  the  trailer  is  being  loaded  or  unloaded. 

Supporting  devices,  whether  they  are  jacks,  pedestals 
with  wheels  or  some  other  type,  are  sometimes  permanently 
attached  to  the  trailer  and  so  arranged  that  they  may  be 
fastened  under  the  trailer  in  such  a  way  as  not  to  interfere 
with  the  operation  of  the  truck  or  tractor  and  trailers  when 
in  transit. 

Long    loads,    such    as    telegraph    poles,    long    lumber    or 


timber,  steel  beams  of  extra  length,  etc.,  are  usually  hauled 
on  semi-trailers. 

Pole   or   Pipe  Trailers 

The  satisfactory  pole  and  pipe  trailer  must  have  strength 
combined  with  flexibility.  The  front  end  of  the  load  on 
this  type  of  trailer  is  supported  by  the  towing  vehicle. 
The  principal  form  of  construction  consists  of  two  wheels 
mounted  on  a  rectangular  forged  dead  axle.  The  standard 
equipment  is  for  hauling  logs,  lumber,  pipes,  poles,  heavy 
beams  and  other  articles  too  long  to  be  loaded  on  motor 
trucks  and  trailers  of  ordinary  wheelbase.  For  heavy  duty 
work  wide  tire  equipment  is  recommended. 

As  the  type  of  articles  mentioned  vary  in  length,  it  is 
necessary  to  make  trailers  with  extension  tongues  or  reaches 
so  they  can  be  lengthened  6  ft.  to  18  ft.  or  shortened  to 
fit  the  load,  preventing  undue  overhang  at  the  rear  and 
preserving  a  proper  distribution  of  weight  between  the 
trailer  and  the  motor  truck  or  tractor. 

The  connection  between  the  truck  and  the  trailer  is  hook 
or  hitch,  with  a  relief  spring  to  take  up  the  strain  of 
stopping  and  starting. 

No  bodies  are  used  on  pipe  trailers.  Bolsters  are  pro 
vided  with  removable  stakes  or  adjustable  blocks  to  retain 
the  load,  and  are  fitted  to  the  trailer  and  also  to  the  towing 
vehicle,  where  it  is  mounted  on  the  fifth-wheel  or  is  a 
swinging  or  pivoting  type,  to  allow  turning. 

Considerable  hauling  in  the  oil  fields  is  done  on  trailers. 
The  type  of  trailer  most  in  use  is  the  two-wheel  pipe  trailer 
with  adjustable  reach.  Hauling  in  this  sense  is  difficult 
because  of  the  lack  of  roads,  heavy  mud  during  wet 
weather,  and  length  and  weight  of  oil-well  material,  which 
amounts  in  some  instances  to  from  10  to  15  tons,  and 
includes  machinery,  boilers,  well  casings  and  stills. 


INDUSTRIAL 
RAIL  TRANSPORTATION 


Railways     for     Manufacturing     Plants,     Steel     Mills, 

Foundries,    Power    Plants,    Mines,    Construction, 

Logging  and  Plantation  Work,   Including 

Cars,  Locomotives  and  Track  Devices 


A  Treatise  Covering  the  Construction  and  Application  of 

Rail  Transportation  Devices  Used  in 

Handling  Materials 


By 

ROBERT  C.  AUGUR 

Member,  American  Society  of  Mechanical  Engineers 


• '-  -   -      : 


Industrial  Rail  Transportation 


TRANSPORTATION  RY  RAH.  is  the  most  cconom- 
ical  method  of  moving  large  quantities  of  either  loose 
or  packed  material  for  a  considerable  distance. 
Industrial  railways  are  extensively  used  around  steel  mills, 
smelters,  foundries,  machine  shops,  power  plants,  shipyards, 
boiler  shops,  chemical  plants,  brick  yards,  glass  works  and 
other  manufacturing  plants.  They  are  also  the  principal 
means  of  transportation  in  and  around  coal  and  ore  mines, 
quarries,  stone  crushing  plants,  sand  and  gravel  plants, 
sugar  and  other  large  plantations.  In  the  handling  and 
storing  of  coal  and  iron  ore,  in  large  logging  and  lumbering 
operations  and  in  grading,  road  building  and  other  con 
struction  work  an  industrial  railway  is  frequently  the  indis 
pensable  means  of  transportation. 

A  careful  study  of  all  factors  entering  into  the  problem 
should  be  made  before  deciding  upon  the  adoption  of  any 
transportation  system.  Some  of  the  points  to  be  considered 
are:  the  quantity,  weight 
and  character  of  materials 
to  be  moved;  the  points 
between  which  they  are  to 
be  transported  ;  the  distance : 
the  character  of  the  ground ; 
the  differences  in  levels ;  the 
methods  to  be  used  for  load 
ing  and  unloading;  the  cost 
of  installation,  operation  and 
depreciation ;  the  kind  of 
labor  and  the  types  of  mo 
tive  power  available.  With 
out  such  a  study  an  intel 
ligent  choice  cannot  be  made 
as  no  hard  and  fast  line  can 
be  drawn  between  the 
various  types  of  material 
handling  machinery. 

For  short  distances  move 
ments  along  fixed  routes, 
especially  where  a  contin 
uous  flow  is  desirable,  some 
form  of  a  conveyor  or  ele 
vator  is  most  suitable. 

Where  flexibility  of  movement  is  important  and  neither 
the  quantity  nor  the  weight  of  material  is  too  great,  indus 
trial  trucks  or  tractors  and  trailers  may  be  preferable ; 
while  if  suitable  public  roads  are  available  the  motor 
truck  is  a  flexible  and  economical  transportation  unit  for  the 
handling  of  many  commodities.  For  the  lifting  of  heavy 
and  bulky  articles  a  crane  is  usually  employed  and  when 
installed  may  be  used  to  transport  such  articles  for  mod 
erate  distances.  In  a  rough  country  or  where  streams  or 
valleys  have  to  be  crossed  or  for  temporary  construction 
work  a  cableway  or  an  aerial  tramway  may  be  more  suit 
able  than  an  industrial  railway  because  of  its  quicker 
installation  and  lower  initial  cost. 

Some  authorities  have  attempted  to  classify  the  fields  of 
the  industrial  truck  or  tractor  and  trailers  and  of  the 
industrial  railway  by  the  simple  rule  of  distance.  Thus, 
for  example,  the  short  distance  haul  of  not  over  1,500  ft. 
is  assigned  to  the  trackless  devices  and  these  over  that 
distance  to  the  track  devices.  Such  a  rule  is  of  slight  value 
because  it  does  not  give  due  consideration  to  the  character 
of  material  to  be  handled;  cost  of  investment;  operating 


Industrial  Railways:  Inter-plant;  Mine;  Log 
ging;  Plantation;  Construction;  Portable; 
Cable;  Automatic;  Inclined  Plane;  Rack; 
Skip  Hoist. 

Cars:  Platform;  V-Body;  Scoop;  Charging; 
Square  Body  Rotary;  Box  Body  Dump; 
Hopper  Bottom;  Gable  Bottom;  Inclined 
Bottom;  Creosoting;  Charcoal;  Logging; 
Cane;  Dryer;  Transfer;  Ore;  Coal  Mine-; 
Mill;  Ladle;  Foundry;  Larry;  Self  Pro 
pelled;  Skip. 

Locomotives:  Steam;  Fireless;  Compressed 
Air;  Combustion  Engine;  Storage  Battery; 
Electric  Trolley  and  Third  Rail. 

Track:  Gage;  Rails;  Joints;  Ties;  Switches; 
Frogs;  Crossings;  Derails;  Portable  Track; 
Cast  Plate  Track;  Turntables;  Transfers; 
Track  Tools. 


costs,  etc.  Industrial  railways  and  their  equipment  do  not 
have  the  flexibility  of  trackless  devices  but  they  arc  low 
in  cost  of  construction,  operation  and  maintenance  while 
cars  cost  less  than  trailers  and  the  tractive  effort  required  is 
only  a  third  as  much  as  that  for  the  same  load  handled  on 
trackless  equipment  running  on  cement  floors. 

The  fullest  measure  of  success  and  usefulness  of  an 
industrial  railway  system  will  depend  in  a  large  degree 
upon  the  care  with  which  it  is  located.  Another  important 
factor  affecting  the  economy  and  value  of  the  system  i* 
a  proper  selection  of  track,  switches,  turntables,  types  of 
cars  and  methods  of  haulage.  These  are  points  which  can 
be  determined  but  by  one  familiar  with  the  solution  of 
transportation  problems. 

Many  types  of  cars  have  been  designed  to  meet  the 
different  requirements  of  the  various  industries.  A  number 
of  these  types  have  such  a  broad  field  of  usefulness  that 

their  designs  have  become 
standardized.  However, 
specially  designed  cars  are 
often  better  fitted  to  meet 
the  particular  local  condi 
tions.  The  more  commonly 
used  forms  of  cars  will  be 
described  in  detail  later  on. 
Cars  are  frequently  pushed 
by  hand  but  they  may  be 
coupled  together  and  hauled 
in  trains  by  animal  power, 
by  a  cable  or  by  a  locomo 
tive.  Various  types  of  loco 
motives  are  available  to 
meet  the  requirements  of 
different  conditions.  A 
choice  may  be  made  be 
tween  steam,  fireless,  com 
pressed  air,  gasoline  engine, 
kerosene  engine,  storage 
battery,  trolley  and  third 
rail  locomotives.  Moreover, 
under  certain  conditions 


self-propelled  cars  are  even 
better  adapted  than  locomotives. 

Classes  of  Railways 

The  designation  industrial  railways,  in  the  liroad  sense 
of  the  term,  covers  all  railways  operated  as  subsidiary  to 
industrial  undertakings  and  not  as  separate  commercial 
enterprises.  As  thus  used  the  name  includes  railways 
used  for  logging,  construction,  plantation  work  and  min 
ing  as  well  as  those  used  around  industrial  plants.  They 
range  from  those  laid  with  an  8  tb.  rail  and  a  track 
gage  of  18  in.  or  less  and  carrying  small  four  wheel  hand 
cars  to  those  laid  with  the  heaviest  rails  and  in  con 
struction  and  rolling  stock  conforming  to  regular  standard 
steam  railroad  practice.  They  may  be  divided  into  twelve 
or  more  general  classes. 

Industrial  Inter-plant  Railways.  These  are  used  around 
factories,  foundries  and  power  plants  for  handling  rough, 
semi-finished  and  finished  materials,  coal  and  other  com 
modities  and  are  often  called  simply  industrial  railways. 
They  are  commonly  of  24  in.  track  gage,  although  2\l/2  in. 


583 


584 


INDUSTRIAL   RAIL  TRANSPORTATION 


outside  gage  and  other  narrow  gages  are  sometimes  used. 
They  are  usually  carefully  laid  and  in  a  well  designed  sys 
tem  arranged  to  reach  all  necessary  points  and  permanently 
installed.  Rails  range  from  12  Ib.  to  25  Ib.  per  yard  accord 
ing  to  the  loads  carried.  For  inside  use  in  boiler  rooms 
and  elsewhere  cast  plate  tracks  are  frequently  substituted 
for  steel  rails.  For  reaching  outlying  points,  as  in  foundry 
yards  or  for  disposing  of  refuse,  portions  of  portable  track 
may  be  advantageously  employed.  Cars  are  generally  of 
the  four-wheel  type  although  double  truck  cars  are  occa 
sionally  used  for  handling  unusually  long  or  heavy  mate 
rial.  Storage  battery  or  gasoline  locomotives  are  advisable 
where  there  is  considerable  traffic  or  the  distances  are  long. 

Heavy  Mill  Railroads.  These  are  required  around  steel 
mills  and  large  manufacturing  plants.  They  are  usually 
of  S&/2  in.  gage  and  as  they  conform  to  well  known  rail 
road  practice  will  not  be  described  in  detail  here.  Cars  are 
usually  of  the  double  truck  type  and  sometimes  self-pro 
pelled.  Any  one  of  the  many  types  of  locomotives  may  be 
used  dependent  upon  local  conditions. 

Mine  Roads.  All  mines  from  the  smallest  to  the  largest 
depend  upon  a  railway  system  for  the  transportation  of 
outgoing  and  incoming  material.  Ore  mines  frequently  use 
roads  with  a  track  gage  of  18  in.  or  less  and  small  hand 
cars.  Coal  mines  use  roads  with  track  gages  ranging  from 
18  in.  to  S6y2  in.  In  the  larger  coal  mines  there  is  a  marked 
tendency  toward  the  adoption  of  a  42  in.  track  gage,  a 
practice  which  is  strongly  recommended.  For  strip  mining 
56l/2  in.  gage  is  common  although  a  narrower  gage  is  some 
times  preferable. 

Logging  Roads.  These  are  usually  constructed  with  a 
minimum  amount  of  grading,  are  frequently  taken  up  and 
relaid — especially  branches  and  extensions — and  often  have 
heavy  grades  and  sharp  curves. 

A  36  in.  track  gage  is  used  in  many  places  on  account 
of  the  low  cost  of  construction,  but  the  standard  railroad 
gage  of  S6l/2  in.  is  more  generally  adopted  so  that  cars  of 
logs  may  be  delivered  without  reloading. 

Logs  arc  sometimes  used  instead  of  steel  rails,  although 
this  practice  is  not  as  common  as  it  once  was. 

Plantation  Roads.  These  are  frequently  employed  on 
sugar  cane,  coft'ee  and  other  large  plantations.  The  track 
gage  used  -varies  from  24  in.  to  S6J4  in.  while  in  countries 
using  the  metric  system  60  c.  m.  and  1  meter  are  common 
gages.  Track  construction  varies  greatly,  dependent  upon 
the  size  of  the  plantation,  the  distance  traversed,  the  char 
acter  of  the  country,  etc.  Sections  or  portable  railway  are 
frequently  used  for  reaching  out  into  the  fields  and  gather 
ing  in  cane  and  other  products.  Such  portions  of  track 
are  easily  changed  from  one  location  to  another  and  need 
not  necessarily  be  of  the  same  gage  as  the  main  road.  On 
such  feeders  the  cars  are  frequently  hauled  by  animal 
power. 

Long  Sidings.  Manufacturing  plants,  logging  camps, 
quarries,  sand  or  gravel  pits,  mines  and  other  enterprises 
are  sometimes  located  at  a  considerable  distance  from  a 
railroad  and  to  connect  with  a  shipping  point  a  long  siding 
or  branch  is  required.  The  cost  of  construction  and  the 
amount  of  material  to  be  transported  may  not  warrant  the 
expense  of  a  standard  gage  railway.  In  such  cases  a  narrow 
gage  road  generally  of  36  in.  gage  may  meet  the  require 
ments.  The  lighter  and  cheaper  construction  possible  with 
such  a  narrow  gage  road  will  often  more  than  offset  the 
cost  of  transferring  material  at  the  shipping  point.  By  the 
use  of  modern  handling  machinery  such  a  transfer  can 
usually  be  made  at  a  low  unit  cost.  However,  where  the 
amount  and  value  of  the  traffic  warrants,  it  is  preferable 


to  adopt  the  standard  gage  and  thus  obtain  the  benefit  of 
car  interchange. 

Construction  Roads.  In  the  building  of  railroads,  high 
ways,  dams,  tunnels,  aqueducts,  canals,  sewers  and  in  other 
construction  work  a  railway  system  is  often  employed.  It 
is  frequently  narrow  gage,  commonly  35  in.  and  sometimes 
only  24  in.  As  the  installations  are  temporary  the  line  is 
frequently  made  up  of  portable  track  with  steel  ties  al 
though  wooden  ties  are  used  where  they  can  be  obtained  at 
a  favorable  price. 

Portable  Railways.  Where  operations  require  the  track 
to  be  frequently  changed  from  place  to  place,  portable  rail 
ways  are  usually  the  most  economical  type  to  use.  The 
sections  of  rails  and  ties  with  joints  are  fastened  together 
by  the  manufacturer  and  thus  delivered  to  the  customer. 
Portable  track  is  usually  made  up  in  15  ft.  sections  so  that 
two  men  may  easily  carry  a  section  anywhere.  These  sec 
tions  are  simply  laid  on  the  ground,  coupled  together  and 
the  road  is  ready  for  traffic.  The  use  of  special  slip  joints 
at  the  end  of  the  sections  makes  it  possible  to  lift  and 
relay  a  portion  of  track  in  a  short  time. 

Cable  Railways.  These  are  used  most  extensively 
around  industrial  establishments  for  handling  heavy  bulk 
material  in  volume,  at  coal  and  ore  storage  points  and  in 
mine  haulage.  While  this  system  of  operating  cars  is  a 
very  old  one  it  is  of  limited  application.  The  cars  are 
moved  by  being  attached  to  a  running  wire  rope.  The  rope 
may  run  continuously  at  a  constant  speed  and  the  cars  be 
attached  and  detached  by  grip  on  the  car  or  the  cars  may 
be  permanently  attached  and  the  cable  started  and  stopped  by 
an  operator  at  will.  Cable  railways  may  run  on  a  level,  or 
up  grade  and  down  grade  as  required  by  local  conditions. 
For  industrial  use  they  are  often  elevated  10  ft.  to  15  ft. 
above  the  ground  level  and  the  space  below  used  for  stor 
age.  There  are  four  systems  of  cable  railways  in  common 
use : 

(1)  Endless   Cable.     In  this  type  the  wire  cable  is  con 
stantly  running  in  one  direction  at  a  fixed  speed  and  a  car 
is  attached  or  detached  at  any  point  by  a  cable  grip  oper- 
ted  by  a  man  on  the  car.    This  method  is  suitable  for  heavy 
service  and  any  number  of  cars  desired  may  be  used. 

(2)  Double  Shuttle.     In  this  type  two  cars  are  perma 
nently  attached  to  the  wire  cable  in  such  a  way  that  as  the 
loaded  car  goes  out  the  empty  car  comes  in.    The  cars  may 
pass  each  other  on  a  centrally  located  switch  or  they  may 
run  on  parallel  tracks.     The  winding  engine  is  usually  lo 
cated  at  the  loading  point  and  is  started,  stopped  and  re 
versed  by   the   operator   who   also  attends   to   the   loading. 
The  system  is  best  adapted  to  moving  material  between  two 
fixed  points.     Cable  bottom  cars  are  generally  used  and  are 
arranged  to  dump  automatically  upon  striking  a  trip. 

(3)  Single   Shuttle.     In  this  type  only  one  car  is  used, 
the   loaded   car   being   drawn   outward   by   power,   dumped 
automatically   and   then  drawn   back  to   the  loading  point. 
The  winding  engine   is   usually   so  located  that  it  may  'be 
operated  'by  the  man  attending  to  the  loading. 

(4)  Mine  Haulage   Systems.     These  differ  according  to 
conditions.     In   some  places  the  empty  cars  attached  to  a 
cable  run  down  a  slope  by  gravity  and  the  cable  is  then 
attached  to  a  trip  of  loaded  cars  and  they  are  hauled  up 
to  the  head  house.     In  other  places  a  main  or  head  rope 
is  used  to  haul  out  the  loaded  cars  while  a  tail  rope  is  used 
to  haul   the  empty  cars  back   into  the  mine,  the  tail  rope 
passing  around  a  pulley  at  the  inner  end  of  the  mine. 

Considerable  effort  has  been  expended  in  perfecting  the 
details  of  the  auxiliary  devices  used  on  cable  railways. 
Without  going  into  descriptions  it  may  be  said  that  the 


CLASSES  OF  RAILWAYS 


585 


success  of  a  system  will  depend  largely  upon  the  design  of 
such  details  as  cable  grips,  layout  of  curves  with  guide 
pulleys  and  winding  engines. 

Cable  railways  are  low  in  cost  of  construction,  equip 
ment,  maintenance  and  operation.  No  more  economical 
method  has  been  found  for  handling  quantities  of  coal  and 
some  other  bulk  materials  which  have  to  Ac  unloaded  and 
stored  in  large  piles. 

Automatic  Railways.  These  are  mainly  used  for 
transporting  coal,  sand,  ores,  limestone,  cement  and  other 
loose  materials  from  vessels  or  cars  to  storage  bins  which 
arc  not  over  500  ft.  or  600  ft.  away  from  the  receiving 
point.  Their  most  extensive  use  has  been  for  handling  coal 
along  the  water  front  although  they  have  been  installed  at 
many  other  places.  As  no  power  is  required  the  operating 
cost  of  automatic  railways  is  extremely  small. 

In  operation,  a  car  after  being  loaded  is  started  down 
an  incline  which  has  suflicient  pitch  to  carry  the  loaded  car 
at  a  high  speed  to  a  movable  automatic  dumping  point. 
Just  before  reaching  this  point  the  loaded  car  picks  up  a 
wire  cable  which  is  indirectly  attached  to  and  raises  a 
weight.  The  energy  stored  up  in  the  counterweight  which 
has  been  raised  by  the  loaded  car  causes  the  empty  car  to 
return  up  the  incline  to  the  starting  point. 

The  cars  used  on  automatic  railways  are  of  the  hopper 
bottom  type.  They  are  especially  designed  for  the  serv 
ice,  have  sloping  sides  and  ends  and  are  provided  with 
a  cable  pick-up. 

These  cars  are  described  in  detail  further  on  in  this 
section. 

Inclined  Planes  or  Railways.  These  are  extensively 
used  at  mines  where  the  pit  heads  open  on  hillsides  above 
railroads  or  points  to  which  the  coal  or  other  material 
is  to  be  delivered.  Under  these  conditions  "gravity 
planes"  are  employed ;  the  loaded  cars  attached  to  one 
end  of  a  cable  descend  the  grade  while  the  empty  cars 
attached  to  the  other  end  of  the  cable  are  pulled  up 
the  grade  to  the  top  of  the  plane.  The  cable  passes 
around  sheaves  located  in  the  head  house,  the  speed  of 
the  cable  being  controlled  by  brakes  attached  to  the 
sheaves. 

A  power  plane  differs  from  a  gravity  plane  in  having 
a  winding  engine  provided  for  hauling  loaded  cars  tip 
the  incline.  One  end  of  the  cable  is  attached  to  a  trip 
of  loaded  cars  being  hauled  up  the  plane  while  the  other 
end  of  the  cable  is  attached  to  a  trip  of  empty  cars 
being  lowered  to  the  mine. 

Inclined  planes  may  be  equipped  with  double  tracks 
or  with  a  single  track  provided  with  a  long  central  pass 
ing  switch. 

Inclined  railways  arc  sometimes  used  at  places  other 
than  mines  where  it  is  necessary  to  haul  cars  up  an 
incline. 

Rack  Railways.  Where  grades  are  too  steep  for  plain 
or  geared  steam  or  electric  locomotives  to  operate  satis 
factorily,  rack  railways  are  required. 

The  special  rack  locomotives  used  in  such  places  are 
described  in  that  part  of  this  section  devoted  to  the 
various  types  of  industrial  locomotives. 

Skip  Hoists.  Where  bulk  materials  have  to  be  ele 
vated  and  dumped  at  a  fixed  point  the  skip  hoist  provides  a 


simple,  speedy,  reliable  and  economical  device  for 
accomplishing  the  desired  result.  They  are  used  at  prac 
tically  all  blast  furnaces  for  hoisting  charges  of  ore, 
fuel  and  limestone  from  the  stock  house  to  the  top  of 
the  furnace  and  are  extensively  employed  at  boiler  houses 
for  elevating  both  coal  and  ashes  to  overhead  bins.  Other 
places  where  they  are  frequently  used  are  at  quarries 
for  elevating  stone  to  a  crusher  or  for  raising  crushed 
stone  to  an  elevated  bin,  at  sand  and  gravel  pits  for 
elevating  the  material  to  the  washing  plant,  at  lime  kilns 
for  elevating  stone  and  fuel,  at  gas  plants  for  elevating 
coal,  in  concrete  construction  work  for  charging  mixers 
and  at  ore  and  coal  mines.  They  may  be  used  for 
handling  liquids  as  well  as  solid  bulk  materials. 

A  skip  hoist  consists  of  a  car  running  on  inclined  or 
overhead  tracks  and  hoisted  by  means  of  a  cable  attached 
to  a  winding  engine.  The  track  may  be  at  any  angle  up 
to  the  vertical. 

The  cars,  which  are  described  in  detail  further  on  in 
this  section,  are  of  many  shapes,  sizes  and  capacities. 
They  are  mounted  on  two  pairs  of  wheels,  the  rear  pair 
of  which  usually  have  treads  of  at  least  double  the 
ordinary  width.  At  the  dumping  point  the  rails  are 
curved  to  carry  the  car  over  the  bin  or  hopper.  Start 
ing  at  a  point  just  ahead  of  the  place  at  which  the 
track  rails  are  curved,  an  outer  pair  of  rails  are  installed 
to  take  the  extended  tread  of  the  rear  pair  of  wheels. 
These  outer  rails  guide  the  rear  wheels  in  such  a  manner 
that  as  the  front  pair  of  wheels  runs  in  on  the  curved 
track,  the  rear  pair  continues  to  travel  in  a  straight 
line.  The  rear  of  the  car  is  consequently  raised  and 
the  load  dumped.  Instead  of  using  double  rear  wheels 
a  third  pair  of  wheels  is  sometimes  used,  these  being 
of  a  wider  gage  to  suit  the  outer  set  of  rails. 

When  the  incline  is  very  steep,  suitable  guide  rails 
are  provided  in  addition  to  the  track  rails. 

For  vertical  installations  the  guides  and  rails  resemble 
those  used  for  elevators  while  the  cars  closely  resemble 
buckets. 

In  the  single  unbalanced  skip  hoist  only  one  car  is 
used  and  the  hoisting  cable  is  wound  onto  a  single  drum. 

In  a  balanced  skip  hoist  two  cables  are  used,  one 
attached  to  the  skip  car  and  the  other  to  a  counter 
weight.  The  cables  are  wound  on  the  drum  in  opposite 
directions,  so  that  as  one  is  wound  up  the  other  is 
unwound. 

A  double  skip  hoist  employed  two  cables  arranged  in 
the  same  manner  as  for  a  balanced  skip  hoist,  but  each 
of  the  cables  is  attached  to  a  car  so  that  as  a  loaded 
car  is  hoisted  an  empty  car  is  lowered. 

The  operation  of  a  skip  hoist  may  be  governed  by  an 
automatic  push  button  control.  The  operator  then 
simply  pushes  a  button  when  it  is  desired  to  make  a 
hoist.  When  the  car  is  dumped  an  automatic  switch 
reverses  the  machinery,  causes  the  car  to  return  to  the 
loading  point  and  then  stops  the  machinery. 

Illustrations  showing  the  application  of  skip  hoists  for 
handling  coal  and  ashes  at  boiler  houses,  and  also  at 
sand  and  gravel  washeries  and  at  stone  and  lime  plants 
are  shown  in  other  sections  of  this  book. 


INDUSTRIAL   RAIL  TRANSPORTATION 


V-Body   Dump    Car   in   Construction   Work 


Inclined   Bottom,   Side   Dump,   Concrete   Cars 


Air   Dump   Cars   in   Railroad    Construction 


Tractor  with  Train  of  Dump  Cars 


Inclined  Bottom  Lime  Car 


Third  Rail  Electric  Locomotive  and  Gable  Bottom  Cars 


Electric  Locomotive,  Pusher  Type 


Electric  Locomotive  and  Coke  Cooling  Cars 


Industrial  Cars 


THE  INDUSTRIAL  CAR  in  some  one  of  its  various  forms  is 
used  in  almost  every  branch  of  industrial  activity.  It 
is  found  in  the  busy  manufacturing  plant,  underground 
in  the  coal  mine,  in  the  woods  where  the  lumberman  is 
working,  on  the  sugar  cane  plantation  and  wherever  con 
struction  work  is  done.  It  is  the  universally  adopted 
medium  for  the  transporting  of  coal  and  ore  from  the 
point  where  it  is  mined  to  the  surface.  In  quarries,  sand 
and  gravel  plants,  brick  and  clay  works,  steel  and  rolling 
mills,  forge  shops,  smelters,  foundries,  machine  shops  and 
many  other  places  it  has  been  found  to  be  either  the  only 
really  practical  device  for  moving  material  or  has  been 
adopted  as  the  most  economical  one.  Thus,  while  it  does 
not  attract  so  much  attention  as  does  the  larger  and  more 
conspicuous  railroad  freight  car,  yet  in  its  particular  fields 
it  has  just  as  vital  and  essential  a  function  to  perform. 

The  industrial  car  is,  however,  only  one  link  in  the 
chain  of  a  complete  transportation  system  and  in  order 
satisfactorily  and  economically  to  perform  its  functions, 
and  not  prove  to  be  the  weak  link  in  the  chain,  its  gen 
eral  type  and  its  design  must  be  carefully  developed  to 
meet  the  working  conditions.  For  steam  railroad  trans 
portation  the  handling  and  packing  of  material  must  be 
done  in  such  a  way  as  to  conform  to  terminal  conditions  or 
to  the  character  and  size  of  the  cars  available;  but  in  in 
dustrial  transportation  the  railroad  itself,  together  with  the 
types  of  cars,  the  methods  used  for  loading  and  unloading, 
and  the  means  taken  for  moving  the  cars,  should  all  be  in 
telligently  selected  to  meet  the  conditions  prevailing  at 
the  time  or  anticipated  in  connection  with  probable  future 
•developments. 

There  is  such  a  wide  diversity  in  the  character  of  the 
materials  to  be  moved  and  in  the  conditions  under  which 
the  cars  are  used  that  a  great  many  variations  in  design 
and  size  are  necessary.  As  an  illustration,  the  character 
of  a  coal  mining  car  and  the  track  gage  are  dependent 
upon  the  thickness  of  the  vein  of  coal,  width  of  entrance, 
grades,  curves,  whether  the  cars  are  pushed  singly  by  man 
power,  hauled  by  mules,  by  rope  haulage  or  by  locomo 
tives;  also  by  the  method  of  loading,  means  for  unloading, 
«tc. 

Although  many  different  kinds  of  cars  varying  in  type, 
design,  capacity,  track  gage,  etc.,  are  required  to  meet  the 
widely  varying  demands,  yet  considerable  can  and  should 
be  done  in  the  direction  of  standardization  and  in  the 
elimination  of  unnecessary  variations.  As  an  example  of 
the  present  existing  lack  of  uniformity,  consider  such  a 
vital  factor  as  the  track  gage.  Manufacturers'  catalogs 
show  over  25  different  gages  ranging  from  16  in.  to  s6l/2  in., 
the  latter  being  the  common  steam  railroad  standard. 

The  different  types  of  cars  may  be  classified  according 
to  the  industrial  field  in  which  they  are  used  and  accord 
ing  to  their  general  form.  The  most  widely  used  forms 
of  general  purpose  cars  will  be  described  first,  after  which 
those  of  a  more  special  character  will  be  taken  up. 

Platform    Cars 

For  general  utility  purposes,  whether  in  and  around  in 
dustrial  plants  or  elsewhere  and  for  handling  a  wide 
variety  of  materials,  small  platform  cars  are  more  con 
venient  and  more  widely  used  than  any  other  type.  To  meet 
such  diverse  service  conditions  so  many  variations  in  di 


mensions,  capacity  and  details  of  design  are  necessary,  that 
the  leading  manufacturers  have  standardized  only  a  lim 
ited  number  of  cars. 

Four-wheel  Platform  Car 

Standard  four-wheel  platform  cars  are  made  for  a  wide 
range  of  track  gages.  In  addition  to  those  shown  in  the 
table  below,  some  manufacturers  also  list  standard  cars  for 
18  in.,  20  in.  and  42  in.  together  with  IQ'/j  in.  outside  gage. 

The  length  of  the  platform  can  be  varied  to  suit  condi 
tions,  but  the  sizes  given  in  the  table  represent  those  most 
commonly  used. 

SIZKS   OF   STANDARD   FOUR-WHEEL   PLATFORM   CARS 

Width  of  I'btl.  ni, 

Length  of 
Platform 

5  ft.  to    6  ft. 

6  ft.  to    8  ft. 

7  ft.  to  12  ft. 

8  ft.  to  15  ft. 


Track 
Gage 
24  in. .. 
30  in .  .  . 
36  in.  .  . 
56'4  in. 


Bearings  Bearings 

Wheel  Base               Inside  Outside 

24  in.  to  30  in.     20  in.  to  30  in.  36  in.  to  48  in. 

30  in.  to  36  in.     24  in.  to  36  in.  42  in.  to  60  in. 

•10  in.  to  48  in.     28  in.  to  42  in.  48  in.  to  72  in. 

f-Oin.  to  84  in 66  in.  to  90  in. 


The  underframe  is  often  of  wood  but  on  the  more  sub 
stantial  cars  it  is  of  steel,  usually  of  channel  iron  con 
struction.  Kxccpt  in  the  larger  and  heavier  cars  center 
sills  are  not  required. 

The  most  common  practice  is  to  use  a  platform  of  yellow 
pine  or  oak,  preferably  tongued  and  grooved  to  prevent 
warping.  This  may  be  protected  by  a  light  steel  plate 
or  the  cars  may  be  ordered  equipped  with  a  heavy  steel 
plate  top  or  deck  riveted  to  the  underframe  with  counter 
sunk  rivets  to  ensure  a  flat  surface. 

The  carrying  capacity  for  which  platform  cars  are  ordi 
narily  designed  is  two  to  three  tons  for  the  smaller  sizes 
and  five  or  six  tons  for  the  larger  sizes.  Cars  of  larger 
capacity  are  often  required  for  certain  purposes  and  may 
be  made  for  practically  any  capacity  for  which  the  track 
and  roadbed  are  adequate.  -i 

Bearings  may  be  inside  or  outside  of  the  wheels,  de 
pendent  largely  upon  the  width  of  platform  desired.  Cars 
with  bearings  inside  of  the  wheels  usually  have  platforms 
from  6  in.  wider  to  8  in.  narrower  than  the  track  gage, 
while  cars  with  bearings  outside  of  the  wheels  usually  have 
platforms  from  1  ft.  to  2  ft.  wider  than  the  track  gage,  as 
shown  in  the  preceding  table. 

Journal  boxes  usually  are  rigidly  attached  to  the  frame 
but  if  desired  the  platform  may  be  spring-supported  with 
the  journal  boxes  working  in  pedestals. 

Chilled  cast  iron  wheels,  single  plate  or  with  spokes,  are 
generally  used,  although  cast  steel  wheels  are  sometimes 


Fig.   1— Four-Wheel  Platform   Car 

furnished,  especially  for  heavy  service.  Wheels  for  the 
smaller  cars  are  usually  from  12  in.  to  16  in.  in  diameter, 
for  the  larger  cars  from  16  in.  to  20  in.  The  wheels  are 
usually  pressed  on  the  axle,  but  where  there  are  many 
short  curves  in  the  track  one  wheel  on  an  axle  is  some- 


587 


588 


INDUSTRIAL   RAIL  TRANSPORTATION 


times  left  loose.  Most  manufacturers  now  regularly  fur 
nish  their  cars  with  roller  bearing  axles  or  with  rollers 
in  the  wheel  hub  where  the  wheels  are  loose  on  the  axle. 
Plain  bearings  offer  about  double  the  resistance  of  roller 
bearings  and  require  so  much  more  attention  to  lubricate 
that  it  is  rarely  economical  to  use  any  other  than  roller 
bearings  on  four-wheel  cars. 

The  wheel-base,  or  the  distance  between  centers  of  wheels 
is  usually  kept  short  so  that  cars  may  be  easily  pushed 
around  sharp  curves.  If  curves  of  large  radius  are  used 
and  the  character  of  the  material  handled  makes  it  desirable, 
the  wheel-base  may  be  greater  than  the  figures  given  in 
the  table  of  sizes. 

Brakes  are  not  usually  required  on  small  platform  cars 
and  are  never  furnished  unless  specified. 

As  platform  cars  are  usually  pushed  singly  by  hand 
and  not  used  in  a  train,  or  coupled  to  a  locomotive,  couplers 
are  not  regularly  supplied.  If  couplers  are  desired,  the 
style  and  the  height  from  the  top  of  the  rail  should  be 
specified.  The  couplers  most  commonly  supplied  are  of 
the  link  and  pin  type,  although  in  the  larger  cars  auto 
matic  types  are  frequently  used,  and  should,  of  course,  be 
specified  if  the  cars  are  of  standard  gage  and  are  ever  to 
be  coupled  to  steam  railroad  cars,  which  are  all  equipped 
with  M.  C.  B.  automatic  couplers.  If  more  than  a  very 
few  cars  are  coupled  together  and  hauled  by  a  locomotive, 
spring  draft  rigging  should  be  applied. 

Stake  pockets  are  not  regularly  furnished  but  are  often 
required  and  can  be  applied  to  any  car  if  called  for.  The 
same  applies  to  stakes  and  also  to  wooden  or  steel  sides 
and  ends,  which  are  made  either  attached  to  or  separate 


Fig.  2 — Platform   Car  with   Sides   and  Ends 

from  the  stakes.    The  ends  can  be  set  in  cleats  if  desired, 
thus  making  them  removable  for  loading  and  unloading  or 
for  carrying  long  material. 
A   low-down   platform   car   is   useful    where   heavy,   tall 


Cars  with  tilting  platforms  are  convenient  for  the  rapid 
unloading  of  certain  materials  and  are  used  in  machine 
shops,  foundries  and  elsewhere.  They  are  designed  to 
dump  the  load  on  either  side  of  the  track  and,  if  desired, 


Fig.  4— Tilting  Platform  Car 

can  be  equipped  with  sides  and  ends  either  to  be  lifted  off 
or  arranged  as  hinged  doors.  This  makes  a  suitable  car 
for  handling  sand,  gravel,  ashes  and  small  or  loose  ma 
terial,  although  if  regularly  handled  in  quantities  some  other 
form  of  a  car,  such  as  the  V-body  dump,  is  more  exten 
sively  used.  The  particular  car  shown  has  a  metal  top 
which  will  stand  hard  service  and  can  be  used  for  hot 
metals  if  desired. 

Skeleton  platform  cars  are  used  for  carrying  buckets, 
skips  and  similar  loads  for  concrete  and  construction  work, 
also  for  carrying  plates  and  other  material  in  mills  and 
shops.  Cars  are  frequently  purchased  in  this  form,  the 
user  adding  a  specially  designed  top  or  upper  structure  to 
suit  some  particular  material  to  be  handled. 

Many  other  modifications  in  platform  cars  have  been 
made  to  meet  different  requirements,  a  few  of  which  may 
be  referred  to  as  typical  of  many  others. 

Cars  with  wooden  frames  often  have  the  side  sills  ex 
tended  and  the  ends  formed  into  handles  for  convenience 
in  lifting  the  car  off  the  track;  it  is  frequently  desirable  to 


Fig.  3— Low  Platform   Car 

Fig.   5— Skeleton   Platform   Car 

-  bulky  articles  have  to  be  handled  and  it  is  desired  to 

load  and  unload  the  cars   without  elevating  the  material  do  this   when   the  cars  are  used  to  push  material  arcund 

above  the  floor  level.     This  type  of  car  is  used  by  hand  and  the  tracks  are  also  used  for  moving  trains 

ible  extent  in  marble  and  granite  works,  by  of  cars  by  power. 

piano  manufacturers,  in  some  machine  shops  and  in  many  In  mills  and  shops   it  is  sometimes   desirable  to  lift  the 

igots,  coils  of  wire,  etc.  cars  by  a  crane  and  transport  them  to  a  balcony  or  some 


INDUSTRIAL  CARS 


589 


other  point  away  from  the  track  where  cars  are  to  be 
loaded  or  unloaded.  In  such  cases  the  cars  may  be  equipped 
with  eye-bolts  or  lifting  rings  at  the  corners  or  with  eyes 
fastened  to  the  frame. 

Where  cars  are  used  for  transporting  rails  or  bars,  steel 
sliding  plates  are  provided  at  the  ends  and  rollers  near  the 
corners.  This  form  is  usually  called  a  rail  car. 

Cars  may  be  obtained  with  a  swivel  or  revolving  tcp  for 
greater  convenience  in  loading  and  unloading  tubes  and 
other  long  material. 

Other  modifications,  such  as  charging  box  cars,  annealing 
furnace  cars,  billet  and  ingot  cars,  together  with  special  cars 
for  bars  and  long  forgings  are  described  under  the  head  of 
Mill  Cars. 

Double-Truck  Platform  Cars 

Platform  cars  are  also  furnished  with  eight  wheels,  or 
double  trucks,  and  are  then  often  called  flat  cars.  They 
are  convenient  for  handling  long,  bulky  or  heavy  articles 
which  cannot  readily  be  carried  on  the  four-wheel  cars. 
The  carrying  of  heavy  loads  on  eight  wheels  so  distributes 
the  weight  that  the  capacity  of  the  car  may  be  doubled 
without  necessitating  the  adoption  of  heavier  track.  In 
many  places,  where  practically  all  of  the  material  handled 
can  be  carried  on  four-wheel  cars,  the  addition  of  a  few 
double-truck  cars  will  often  be  found  advantageous  for 
moving  exceptionally  bulky  or  heavy  articles. 

In  general  details,  double-truck  cars  are  similar  to  four- 
wheel  cars  except  for  the  fact  that  they  approach  more 
closely  standard  gage  railroad  practice  in  such  things  as 


Fig.  6— Double  Truck  Platform  Car 

framing,  couplers,  brakes,  etc.  The  bearings  on  this  type 
of  car  usually  are  of  brass,  babbited,  instead  of  the  roller 
type. 

The  short  double-truck  platform  car  illustrated  is  de 
signed  to  supplement  the  ordinary  four-wheel  platform 
car  in  carrying  material  in  manufacturing  plants.  It  has 
a  platform  10  ft.  long  and  40  in.  wide  and  is  built  for 
capacities  of  three,  five  and  ten  tons.  The  wheels  have 
flanges  on  the  outside  such  as  are  ordinarily  used  on 


Fig.  7 — Platform  Car  with  Diamond   Trucks 

tracks  of  2\y2  in.  outside  gage.  Similar  cars  are  built 
with  flanges  on  the  inside  of  the  wheels  and  for  any  desired 
track  gage. 

Diamond  frame  or  arch  bar  trucks,  so  common  in  steam 
railroad  practice,  may  be  and  frequently  are  used  on  in 
dustrial  cars.  Such  double-track  cars  are  made  for  any 
track  gage,  of  such  length  as  desired,  and  in  capacities 
from  two  to  fifty  tons. 


Details  of  the  design  may  be  modified  to  suit  special 
conditions. 

V-Body  Dump  Cars 

Aside  from  platform  cars  probably  no  form  of  industrial 
car  is  more  extensively  used  than  the  V-body  dump  type. 
It  is  the  general  utility  car  in  many  different  kinds  of  in 
dustrial  plants  and  is  extensively  used  by  contractors  for 
various  construction  operations  because  of  its  adaptability 
for  handling  a  wide  range  of  materials.  Among  other  things 
commonly  carried  by  these  cars  are  coal,  ashes,  sand,  gravel, 
shale,  rock,  ore,  earth,  cinders,  cement,  concrete,  clay,  phos 
phates,  nitrates,  etc. ;  because  of  the  steep  angle  of  discharge, 
wet  as  well  as  dry  materials  may  be  dumped  successfully. 
Cars  of  this  type  are  used  in  mining  and  quarrying  works ; 
at  sand  and  gravel  plants ;  stone  crushers ;  cement  mills ; 
fertilizer,  phosphate  and  nitrate  plants ;  powder  works ; 
smelters ;  clay,  pottery,  brick  and  glass  works ;  by  con 
tractors  for  road  paving,  excavating  and  concrete  work;  in 
foundries  for  sand,  slag  and  waste  and  in  various  other 
chemical  and  industrial  plants. 

The  cars  may  be  pushed  by  hand,  hauled  by  power,  or 
coupled  in  trains  and  pulled  by  a  locomotive.  In  addition 
to  operation  on  level  ground  they  may  be  hauled  up  an  in 
cline  and  then  dumped,  as  is  done  at  some  stone  crushers 
and  sand  and  gravel  washers,  or  they  may  be  hoisted  on 
an  elevator  for  dumping,  as  has  been  found  convenient  in 
handling  concrete. 

V-body  dump  cars,  to  meet  the  many  requirements,  are 
made  in  various  sizes  and  shapes  and  differ  considerably  in 
details  of  design.  They  usually  are  built  entirely  of  metal. 

The  bodies  should  be  well  reinforced  around  the  top  by 
angle  irons,  preferably  rounded,  or  by  other  substantial 
means,  as  this  is  the  part  that  receives  the  hardest  usage. 
While  the  body  is  ordinarily  of  a  decided  V-shape,  it  is 
sometimes  modified  into  more  of  a  U-form,  where  greater 
capacity  is  desired  and  the  materials  dump  easily.  The  ends 
are  ordinarily  straight,  although  in  some  designs  they  are 
inclined  which  is  an  advantage  in  dumping  wet  or  sticky 
substances.  Lifting  rings  or  eyes  are  provided  if  cars  are 
to  be  lifted  by  a  crane. 

These  cars  ordinarily  dump  on  either  side,  but  they  can 
be  built  for  end  dumping.  The  shape  of  the  car  body  and 
the  steep  angle  of  discharge  is  such  that  the  load  is  usually 
discharged  entirely  clear  of  the  track. 

Considerable  study  has  been  given  to  so  balance  the  body 
that  it  is  not  only  easy  to  dump  but  will  automatically  return 
to  an  upright  position  unless  it  is  desired  to  have  a  car 
which  can  be  returned  to  the  normal  position  only  by  hand. 
Cars  are  sometimes  arranged  for  slow  dumping  under  the 
full  control  of  the  operator,  but  this  is  not  characteristic  of 
the  usual  design. 

The  capacity,  except  in  special  cases,  ranges  from  12  cu. 
ft.  to  5  cu.  yd.  The  smaller  cars  are  usually  of  the  "trun 
nion"  or  "cradle"'  type  and  hold  from  12  cu.  ft.  to  40  cu. 
ft.,  while  the  larger  cars  of  \Yt  cu.  yd.,  to  6  cu.  yd.  capacity 
are  more  generally  of  the  "rocker"  type. 

The  track  gages  ordinarily  used  are  24  in.,  30  in.  and  36 
in.  Cars  may  also  be  obtained  for  as  narrow  as  18  in.  gage, 
or  for  standard  railroad  gage  (56'/2  in.").  For  some  indus 
trial  installations  they  are  also  made  for  20X>  in.  outside 
gage  and  equipped  with  swivel  trucks. 

Various  locking  devices  or  body  fasteners  are  used.  The 
locks  are  preferably  applied  on  diagonally  opposite  corners 
so  that  they  may  be  easily  operated  from  the  side  without 
necessity  for  the  operator  reaching  across  or  between  the 
cars  and  so  that  when  released  the  car  will  dump  only  on 


590 


INDUSTRIAL   RAIL   TRANSPORTATION 


the  side  away  from  the  operator.     This  is  a  safety  precau 
tion  which  should  not  be  overlooked. 

Locks  are  commonly  so  designed  that  they  will  not  only 
hold  the  body  in  an  upright  position  while  being  transported 
but  also  in  a  partly  tipped  position,  thus  making  it  easy  to 
load  the  cars  by  hand  shovelling.  In  some  cases  the  locks 
also  hold  the  body  in  the  dumping  position  which  is  at  times 
convenient  when  handling  sticky  clay,  wet  concrete,  etc., 
which  may  be  a  little  slow  in  dumping  and  where  it  may 
occasionally  be  desired  to  scrape  the  car  out.  In  some  de 
signs  the  catch  automatically  locks  the  body  when  it  returns 
to  the  upright  position. 

\Yhile  some  of  the  smaller  cars  of  this  type  are  equipped 
with  a  hook  so  that  they  may  be  pulled  by  horse  power; 
couplers  are  usually  omitted  as  such  cars  are  generally 
pushed  by  hand.  The  larger  cars,  which  arc  more  apt  to  be 
hauled  by  rope  or  by  locomotives,  are  commonly  equipped 
with  couplers,  ordinarily  a  simple  form  of  link  and  pm. 
trains  of  more  than  five  or  six  cars  are  used  they  should  be 
equipped  with  drawheads  of  the  spring  type. 

Brakes  may  be  of  the  ratchet,  lever,  or  hand-wheel  types 
but  are  so  rarely  used  that  they  are  ordinarily  omitted.  If 


cu.  ft.  with  36  in.  gage.  The  cradle  is  fitted  with  double 
flanges  so  that  the  body  can  not  jump  off  the  support  and 
is  provided  with  bottom  lugs  to  prevent  the  body  moving 
sideways.  The  cradle  support  is  curved  and  preferably 


Fig.  8 — V-Body   Dump    Car,   Light   Trunnion   Type 

they  are  used  the  frame  is  sometimes  extended  on  one  end  to 
provide  a  platform  on  which  the  brakeman  may  stand. 

The  wheels  are  generally  of  chilled  cast  iron,  although  they 
are  sometimes  made  of  steel.  They  are  ordinarily  pressed 
on  the  axles  which  are  preferably  equipped  with  roller  bear 
ings.  Brass  or  babbitt  bearings  may  also  be  used  and  if 
desired  one  or  all  of  the  wheels  may  be  loose  on  the  axles 
and  the  wheels  may  be  equipped  with  rollers  in  the  hubs. 
The  wheels  are  usually  from  12  in.  to  16  in.  in  diameter. 

Cars  of  the  trunnion  type  are  usually  made  only  in  small 
sizes,  ranging  from  12  cu.  ft.  to  40  cu.  ft.  capacity.  By  using 
swivel  trucks,  a  wheel-base  of  from  SO  in.  to  60  in.  is  pos 
sible  ;  this  permits  the  body  being  carried  between  the  wheels, 
and  gives  a  low  center  of  gravity.  Such  cars  are  very  con 
venient  for  loading.  In  dumping,  the  edge  of  the  car  comes 
down  to  the  rail.  This  is  desirable  for  unloading  into  a  pit 
or  from  a  trestle,  but  is  not  so  convenient  when  the  tracks 
are  on  a  level  floor.  Small  cars  of  the  trunnion  type  are 
also  made  with  a  short  rigid  wheel-base  and  body  above  the 
wheels ;  this  gives  a  car  of  compact  design  which  is  preferred 
in  places  where  the  load  is  dumped  onto  shop  floors. 

Cars  of  the  cradle  type  are  ordinarily  built  for  capacities 
ranging  from  18  cu.  ft.  to  40  cu.  ft.  with  24  in.  track  gage; 
27  cu.  ft.  to  54  cu.  ft.  with  30  in.  gage,  and  27  cu.  ft.  to  81 


Fig.  9 — V-Body   Dump    Car,  Rocker   Type 

braced  to  secure  end  stiffness.  The  frame  is  of  channel  iron, 
rounded  to  do  away  with  joints  at  the  corners  thus  giving 
a  compact,  strong  construction  and  avoiding  interference 
between  cars  when  passing  around  sharp  curves.  The 
journals  are  placed  outside  of  the  wheels.  The  car  il 
lustrated  is  equipped  with  a  simple  form  of  lever  brake 
operated  from  the  side  of  the  car. 

The  rocker  type  car  is  similar  to  the  cradle  type,  except 
that  the  body  is  provided  with  a  rocker  having  projections 
engaging  with  holes  in  the  horizontal  rocker  support  on 
which  the  body  rolls.  This  car  is  made  in  the  same  sizes  as 
the  cradle  type.  It  is  usually  preferable  for  the  larger 
sizes. 

V-body  dump  cars  of  large  capacity  are  also  built.  These 
are  adapted  for  locomotive  haulage  and  steam  shovel  load 
ing.  The  substantial  construction  makes  them  also  suited 
for  the  severe  requirements  of  quarry  service.  The  car  il 
lustrated  has  a  frame  with  a  square  end  and  four  longi 
tudinal  channel  irons,  the  center  ones  being  placed  to  re 
ceive  a  continuous  spring  type  drawbar.  This  design  is 


Fig.  10 — V-Body   Dump   Car,   Cradle  Type 

adapted  to  withstand  the  strains  resulting  from  being  hauled 
in  long  trains,  on  heavy  grades  and  at  fair  speeds.    For  high 


INDUSTRIAL  CARS 


591 


speeds,  however,  especially  on  poor  track,  it  is  best  to  use 
springs  on  top  of  the  journal  boxes. 

V-body  dump  cars  mounted  on  eight  wheels,  or  double 
trucks,  are  also  made  for  carrying  heavy  loads.  This  dis 
tributes  the  load  so  that  light  rails  may  be  used.  They  often 


Fig.    11 — Heavy   Duty   V-Body    Dump   Car 

are  built  for  standard  gage  railroad  in  capacities  of  as  much 
as  40  tons  and  are  used  for  handling  garbage  and  waste. 
The  cars  illustrated  show  the  general  characteristics,  but 
there  are  many  variations  of  this  type  of  car  designed  to 
meet  special  requirements.  Bodies  are  sometimes  arranged 
to  be  lifted  off  from  the  frame  by  a  crane  and  are  fitted 
with  short  legs  on  which  to  stand.  Another  modification  of 
this  type  mounted  on  a  swivel  base  permits  dumping  in  any 
direction.  If  salts  or  acid  substances  are  to  be  handled  the 
body  can  be  lined  with  wood  or  preferably  may  be  made  of 
wood  with  galvanized  body  irons. 

Scoop-Body  Cars 

Scoop-body  cars  arc  extensively  used  for  handling  coal, 
ashes,  sand,  gravel,  crushed  stone,  ore  and  other  loose  ma 
terials  and  are  particularly  adapted  for  transporting  wet  or 
semi-liquid  materials,  such  as  concrete,  mortar,  wet  sand, 
etc.  They  are  the  general  utility  car  in  certain  concrete 


Fig.   12 — Scoop   Car,  Upright  Position 

construction  work,  being  used  to  handle  muck  from  excava 
tions,  bring  charges  to  the  mixer  and  carry  concrete  to  the 
point  where  it  is  to  be  deposited.  For  handling  materials 
to  be  mixed  in  definite  quantities  these  cars  are  sometimes 
provided  with  partitions,  arranged  to  hold  the  right  pro 
portions  of  each  material.  They  have  also  proved  to  be 
a  very  convenient  car  in  mines  and  are  used  in  many  foun 


dries,  rolling  mills  and  in  forge  shops  for  charging  coke 
and  coal  into  cupolas,  furnaces  and  gas  producers  and  are 
frequently  used  for  removing  ashes  from  boiler  houses. 

The  body  of  these  cars,  being  of  scoop  form  and  mounted 
on  a  swivel  so  as  to  permit  of  dumping  in  any  direction, 
makes  them  particularly  desirable  for  depositing  the  load  in 
the  exact  location  desired ;  in  fact,  these  cars  arc  frequently 
called  "all-around  dump  cars."  The  operator  is  always 
on  the  side  opposite  to  that  cm  which  the  load  is  dumped 
and  where  he  may  easily  reach  the  latch  to  unfasten  it  when 
it  is  desired  to  dump  the  car. 


Fig.   13 — Scoop    Car,   Dumping   Position 


Several  different  types  of  latches  are  used,  some  being 
controlled  by  hand  and  others  by  the  operator's  foot. 

A  handle  is  provided  at  the  rear  at  a  convenient  height 
to  assist  in  dumping  and  in  returning  the  car  to  an  up 
right  position. 

The  angle  of  discharge  is  so  steep  that  even  pasty  sub 
stances  are  completely  discharged. 

As  the  cars  are  used  singly  they  are  not  equipped  with 
couplers  and  rarely  with  brakes. 


Fig.   14 — Scoop    Car   with    Gate 

Since  the  body  is  usually  only  from  30  in.  to  36  in.  wide, 
scoop-bod}-  cars  can  be  used  in  very  narrow  passages  which 
makes  them  desirable  in  certain  mining  work  and  elsewhere. 


INDUSTRIAL   RAIL  TRANSPORTATION 


INDUSTRIAL  CARS 


593 


Automatic   Railway   Handling   Stone 


Automatic  Railway    Delivering   Coal   from   a   Barge 


Cable  Haulage,   Incline 


Cable  Railway  Showing  Curves 


Combination   Skip    Hoist    and    Cable   Railway 


Distribution  of  Coal  by  Bridge  and  Cable  Railway 


Weighing    in   Transit 


Cable   Car   With   Automatic   Dump   Attachment 


594 


INDUSTRIAL   RAIL   TRANSPORTATION 


The  height,  from  36  in.  to  44  in.,  makes  hand  loading  easy. 

Scoop-body  cars  are  built  for  18  in.,  24  in.,  30  in.  and  36 
in.  track  gage  and  of  12  cu.  ft.,  18  cu.  ft.  and  27  cu.  ft.  capac 
ity.  The  wheels  are  of  10  in.  or  12  in.  diameter;  and  the 
wheelbase  quite  short,  generally  from  16  in.  to  21  in  Square 
axles  are  ordinarily  used  with  the  wheels  loose  on  the 
axles.  The  wheels  are  frequently  of  the  self-oiling  type 
but  those  with  rollers  in  the  hub  are  preferable. 

For  handling  liquid  or  semi-liquid  materials,  such  as 
concrete,  end  gates  such  as  shown  in  one  of  the  illustrations 
are  frequently  used  to  prevent  waste  in  transit.  The  gates 
are  furnished  only  when  specified  and  are  generally  fitted 
with  a  rod  and  a  handle  so  that  the  gate  may  be  opened 
from  the  rear. 

In  the  use  of  a  swivel-base,  scoop-body  cars  resemble  the 
square  body  rotary  dump  cars  and  ore  mining  cars  which 
are  described  elsewhere. 

Charging    Cars 

Charging  cars,  while  primarily  designed  for  the  trans 
portation  of  coal  from  storage  yards  or  bins  to  the  boiler 
house,  are  also  used  for  many  other  purposes  where  the 
car  is  to  he  unloaded  by  shoveling;  they  may  be  properly 


Fig.   15 — Charging   Car,  Single   Drop   Side 

classed  with  the  general  purpose  cars.  In  all  power  plants 
where  mechanical  stokers  are  not  installed,  these  cars 
running  on  an  industrial  railway  constitute  the  most  eco 
nomical  and  convenient  method  of  handling  coal  and  ashes. 
By  keeping  the  coal  in  the  cars  and  shoveling  direct  from 
the  cars  into  the  furnaces  the  labor  is  much  less  than  when 
the  coal  has  to  be  shoveled  from  the  floor.  At  the  same 
time  the  conditions  in  the  boiler  room  are  much  improved 
by  freedom  from  the  dust  and  litter  which  is  so  com 
mon  where  the  cars  are  not  used.  The  center  of  the  track 
should  be  about  8  ft.  from  the  front  of  the  boiler,  as  this 
location  with  a  height  of  platform  of  about  18  in.  has 
proved  to  be  the  most  convenient  for  the  fireman. 

The  most  commonly  used  charging  car  has  one  side  ar 
ranged  to  let  down  and  is  always  built  of  steel.  When  the 
door  is  dropped  it  is  usually  slightly  above  the  bottom  of  the 
car  so  that  the  shovel  will  not  meet  with  any  obstruction. 
The  track  gage  generally  used  is  24  in.,  although  a  good 
many  installations  have  been  made  with  21  ^  in.  outside 
Rage.  (  ars  for  other  gages  are  not  sufficiently  used  to  be 
considered.  The  usual  capacity  is  one  ton  of  coal,  although 
many  cars  of  one-half  and  one  and  a  half  tons  arc  used, 
and  for  special  requirements  bodies  are  made  of  any  di 
mension  and  capacity.  Modifications  frequently  made  are : 
Both  sides  arranged  to  drop  so  that  the  material  may  be 
discharged  from  either  or  both  sides;  one  or  both  ends 
to  drop  instead  of  the  sides.  The  second  arrangement  is 


used  where  a  narrow  car  is  necessary  and  where  the  side 
doors  can  not  be  used.     In  this  case  both  the  bearings  and 
the  car  body  are  inside  of  the  wheels. 
Wheels  for  charging  cars  are  usually  12  in.  to  16  in.  in 


Fig.    16 — Charging    Car,    Inclined    Sides 

diameter  and  are  pressed  on  the  axle,  which  has  roller 
bearings ;  however,  rigid  axles  with  wheels  loose  on  the 
axles  and  rollers  in  the  hub  are  often  used,  especially  where 
there  is  much  curved  track. 

The  scoop  or  inclined  side  type  is  preferred  by  some, 
as  it  is  easier  to  shovel  into  for  loading  and  it  also  is 
easy  to  shovel  the  material  out.  It  is  also  made  with  one 
side  scoop  shape  and  the  other  side  with  a  drop  door, 
and  it  is  frequently  arranged  to  dump. 

One  of  the  illustrations  shows  a  car  with  drop  side  and 
dumping  gear  for  discharging  on  one  side  of  the  track.  It 
has  a  flexible  wheel-base  and  flanges  on  the  outside  of  the 
rails.  The  dumping  gear  is  completely  under  control  dur 
ing  the  dumping  process  so  that  there  is  a  freedom  from  the 
shocks  that  occur  when  the  body  dumps  solely  by  gravity. 
If  desired,  these  cars  can  be  made  so  that  the  load  can  be 
discharged  on  cither  side  and  the  dumping  controlled  from 
the  end  instead  of  the  side. 

The   charging   car   with    rotary   body   and   end   doors    is 


Fig.   17 — Charging   Car   with    Dumping   Gear 

another  modification  which  will  sometimes  prove  to  be  very 
convenient. 

Other    modifications    of    design    can    be    made    to    most 
satisfactorily  meet  the   requirements  of  the  material  to  be 


INDUSTRIAL  CARS 


?95 


handled  or  the  plant  conditions,  among  which  the  following 
may  be  mentioned. 

Doors  may  be  hinged  at  the  top  instead  of  the  bottom. 
This  is  rarely  done  except  in  cars  with  a  dumping  arrange 
ment. 

Increased  capacity  may  be  obtained  by  using  higher 
sides  with  drop  doors  of  the  usual  size.  This  type  is  con 
venient  for  handling  coke  and  light  material. 

Cars  can  be  arranged  with  two  or  more  compartments,  a 
modification  which  has  proved  to  be  quite  convenient  in 
smelting  and  refining  works,  brass  foundries,  etc.,  where 
several  metals  or  other  materials  arc  weighed  out  and  after 
wards  mixed.  Compartments  are  also  desirable  in  certain 
drop  forge  and  machine  shops  where  several  different 
articles  may  lie  transported  at  the  same  time. 

Charging  cars  are  also  made  with  flangeless  wheels  for 
running  on  steel  or  cast  iron  boiler  room  floors,  or  with 
special  wheels  having  wide  flat  flanges  suitable  to  carry 
the  car  when  it  is  run  off  from  the  track  and  used  on  the 
floor. 

]n  small  boiler  houses  charging  cars  may  be  the  only 
cars  needed,  but  in  larger  plants  V-body  dump  cars  are 
frequently  better  adapted  for  handling  ashes,  as  the  dump 
ing  angle  is  considerably  steeper.  Scoop  cars  are  also  used 


are  also  used  at  brick  and  tile  works  where  they  are  com 
monly  called  "clay  cars" ;  at  quarries  and  rock  crushers, 
and  are  also  often  used  at  small  mines  for  conveying  rock 


Fig.   18- -Charging   Car  with  Rotary   Body 

for  the  same  purpose  especially  where  the  ashes  are  de 
livered  to  a  skip  hoist  and  platform  cars  are  used  where 
the  ashes  are  taken  out  in  ash  cans.  Gable  bottom  cars 
or  hopper  bottom  cars  are  the  most  convenient  type  for 
handling  coal  which  is  dumped  from  a  track  or  other  ele 
vated  point  into  a  bin. 

In  iron  foundries  charging  cars  are  commonly  used  for 
handling  coke,  small  scrap,  sprues,  gates  and  limestone 
up  to  the  charging  floor  of  the  cupolas.  Where  a  charging 
machine  is  used,  or  where  the  load  is  tipped  directly  into 
the  door  of  the  cupola,  special  cars  are  used  and  will  be 
found  described  under  the  head  of  foundry  cars. 

Square-Body  Rotary  Dump  Cars 

These  cars,  often  called  simply  rotary  dump  cars,  are 
quite  similar  to  scoop-body  dump  cars,  the  principal  dif 
ference  being  that  they  have  a  body  of  a  somewhat  dif 
ferent  form. 

In  the  lighter  types  the  body  is  sometimes  made  of  steel, 
but  is  usually  constructed  of  oak  and  is  frequently  lined 
with  sheet  steel,  which  should  be  done  if  the  cars  are 
to  be  used  to  handle  rock  or  shale.  One  end  is  generally 
left  open,  as  shown  in  the  illustration,  for  convenience  in 
loading  and  in  dumping,  but  a  sloping  end  is  sometimes 
used.  On  account  of  their  low  height  which  permits  of 
easy  hand-loading,  their  lightness  and  their  ability  to  re 
ceive  and  discharge  the  load  in  any  direction,  this  form 
of  car  is  used  for  many  classes  of  construction  work.  They 


Fig.   19 — Light   Square   Body  Rotary   Dump   Car 

from  the  screens  to  the  waste  pile,  as  well  as  for  other 
purposes. 

The  particular  design  shown  is  generally  used  where 
the  cars  are  pushed  by  hand.  Brakes  arc  sometimes  used 
and  are  generally  operated  by  a  foot-power  lever.  Cars 
are  usually  made  for  24  in.,  30  in.  and  36  in.  track  gage,  but 
may  be  made  for  any  other  gage.  Usual  capacities  are 
three-quarter,  one,  one-and-a-half  and  two  cubic  yards. 

Another  design  of  a  rotary  dump  car,  of  a  heavier  type, 
is  largely  used  in  certain  classes  of  construction  work, 
being  particularly  useful  at  the  end  of  trains  where  it  is 
desired  to  dump  over  the  end  of  an  embankment  or  through 
a  trestle.  The  car  is  substantially  built  for  heavy  service. 
It  may  be  dumped  on  either  side,  or  at  one  end.  To  permit 
of  end  dumping  the  draft  timbers  are  shortened  at  one  end 
and  to  insure  stability  in  transit  the  overhanging  weight 
of  the  load  is  carried  on  a  roller,  the  body  being  turned 
around  for  dumping.  A  bar  or  coupling  rod  is  used  when 
the  dumping  end  is  connected  to  other  cars  in  a  train. 
The  car  is  equipped  with  an  automatic  end  gate  provided 


Fig.  20 — Heavy   Square  Body  Rotary   Dump   Car 

with  an  attachment  for  holding  it  in  an  open  position  for 
loading  by  hand  shovel.  This  design  is  made  in  the  same 
sizes  and  track  gages  as  the  light  design. 

For    large    construction    operations    neither    square-body 
rotary  dump  cars,  scoop-cars  nor  V-body  dump  cars  are  as 


Fig.  21 — Hand  Operated,  Dumping  Position 

There  are  obvious  advantages  in  the  use  of  cars  of  the 
larger  capacity,  but  there  are  also  limiting  factors  which  do 
not  always  make  this  desirable.  For  certain  work  on  a 
36  in.  gage  track,  which  is  extensively  used  in  construction 


596  INDUSTRIAL   RAIL   TRANSPORTATION 

convenient    or    as    economical    as    box-body    dump    cars.          The  capacity  of  box-body  dump  cars  is  rated  as  water 
Other  designs  of  small  rotary  dump  cars,  used  in  many      level,  or  even  full,  but  by  heaping  up,  they  will  carry  from 
ore  mines  will  be  found  under  the  head  of  Ore  Mine  Cars.      20  per  cent  to  30  per  cent  more  than  their  rated  capacity. 

Box-Body  Dump  Cars 

Cars  of  the  box-body  type  are  used  much  more  exten 
sively  than  any  other  kind,  in  many  fields  of  construction 
work.  They  are  generally  referred  to  as  "dump  cars,"  al 
though  they  are  sometimes  called  two-way  dump  cars  to 
distinguish  them  from  one-way  dump  cars.  This  type  of 
dump  car  is  especially  adapted  for  extensive  operations  in 
steam  and  electric  railroad  construction,  highway  con 
struction,  the  building  of  dams,  and  in  any  place  where 
there  is  a  large  amount  of  material  to  be  handled.  They 
are  used  to  handle  earth,  clay,  crushed  rock,  sand,  gravel, 
coal,  coke,  cinders  and  all  kinds  of  loose  bulk  material 
ranging  from  soft  mud  to  hard  rock.  In  addition  to  the 
construction  field,  where  excavating,  filling  and  ballasting 
are  done,  they  are  also  employed  around  many  industrial 
plants  for  the  carrying  away  of  waste  materials,  such  as 
burned  out  sand  from  foundries,  accumulations  of  slag, 
ashes,  cinders  and  miscellaneous  refuse.  They  are  also 
used  at  iron,  copper  and  coal  mines,  brick  kilns,  cement 
plants,  ore  reduction  plants,  stone  quarries  and  rock 
crushers,  gravel  and  sand  pits.  They  are  also  useful  in 
moving  such  materials  as  pig  iron,  castings,  small  forgings, 
steel  billets,  rail  ends,  etc. 

Because  of  the  importance  of  box-body  dump  cars  and 
the  large  number  used,  considerable  attention  has  been 
given  to  the  details  of  design.  Some  desirable  features 
which  should  be  given  attention  in  the  selection  of  a  car  are : 
Staunch  construction  to  withstand  rough  usage ;  ability  to 
ride  well  on  poor  track,  so  as  to  avoid  spilling;  ability 
to  stick  to  the  track  both  in  transit  and  while  being  dumped ; 
body  low  and  broad,  for  ease  in  loading  by  hand,  and 
quickness  in  filling  by  steam  shovel,  and  safely  secured  in 
a  horizontal  position  for  filling  and  for  transit;  door  held 
in  a  well  elevated  position  for  filling  by  hand  shovel ;  dump 
readily  with  a  small  amount  of  power  and  return  easily 
to  the  horizontal  position ;  acute  angle  and  smoothness  in 
side  to  insure  clean  and  rapid  dumping;  load  thrown  clear 
of  track,  so  that  bed  in  dumped  position  clears  unloaded 
material  without  hand  shoveling. 

Hand  Operated  Two-Way  Side  Dump  Cars.  The 
smaller  sizes  of  box-body  dump  cars  are  loaded  either  by 
hand  or  by  steam  shovel  and  are  dumped  by  hand.  In 
small  operations  they  may  be  pulled  by  a  horse  but  are 
usually  hauled  by  some  type  of  industrial  locomotive.  A 
car  of  1^2  cu.  yd.  capacity,  level  load,  for  24  in.  gage  track 
is  shown  in  the  first  illustration.  The  dumping  angle  is 
approximately  45  deg. ;  the  automatic  side  doors  give  a 
wide  discharge  opening;  the  underframe  and  running  gear 
are  simple;  and  the  steel  lining  adds  to  the  durability  as 
well  as  to  the  ease  with  which  the  load  is  discharged.  A 
larger  car  of  the  same  general  type  but  of  4  cu.  yd. 
capacity  and  built  for  36  in.  gage  track  is  also  illustrated. 

In  these  cars,  the  side  door  can  be  lifted  and  held  locked 
in  an  open  position  for  ease  in  loading  by  hand  shovel. 

Hand  dumped  cars  are  usually  built  of  1  cu.  yd.  and  \l/2 
cu.  yd.  capacity  for  24  in.  gage  track;  \l/2  cu.  yd.,  2  cu.  yd. 
and  3  cu.  yd.  for  30  in.  gage;  3  cu.  yd.,  4  cu.  yd.  and  5  cu. 
yd.  for  36  in.  gage,  and  6  cu.  yd.,  7  cu.  yd.  and  8  cu.  yd.  for 
standard  gage,  all  being  mounted  on  four  wheels.  Similar 
cars,  but  mounted  on  double  trucks  or  eight  wheels,  are  also 
made  of  8  cu.  yd.,  10  cu.  yd.  and  12  cu.  yd.  capacity  for 
standard  gage  tracks. 


Fig.    22 — Hand    Operated,    Running    Position 

work,  a  4  cu.  yd.  car  is  preferable  to  a  5  cu.  yd.  car  because 
of  its  lighter  weight,  lower  height  and  the  fact  that  it  can 
be  used  on  lighter  rails  and  softer  trackbed. 

Air  Operated  Two-Way  Dump  Cars.  Air-operated 
dump  cars  usually  are  used  for  large  operations  where 
standard  gage  tracks  and  double  truck  cars  are  the  rule. 
As  the  hand-operated  side  dump  car  has  largely  superseded 
the  gondola  car  with  hinged  side  doors  which  was  unloaded 
by  a  plow  and  the  A-frame  car  with  which  considerable 
hand  shoveling  was  often  required,  so  the  hand-operated 
side  dump  car  is  being  replaced  by  the  air-operated  side 
dump  car  for  such  railroad  work  as  widening  roadbeds 
for  laying  additional  tracks,  trestle  filling,  reducing  grades, 
track  elevation  in  cities,  ditching,  building  yards,  etc. ;  for 
the  construction  of  canals  and  large  dams  and  for  the 
stripping  of  large  beds  for  open  mining  of  coal  or  of  iron. 

The  operation  of  dumping  being  under  the  control  of  the 
engineman  and  being  practically  instantaneous  results  in  con 
siderable  economy  in  labor  and  in  time.  The  ability  to  dump 
while  running  is  also  an  advantage  in  distributing  the  ma 
terial.  Most  air-operated  cars  can  also  be  dumped  by  hand 
if  it  is  not  convenient  to  connect  them  to  the  air  system. 

Two  general  types  of  air  dumping  mechanism  are  in  com 
mon  use.  The  first  employs  a  long  horizontal  cylinder 
which  operates  through  a  cable  passing  around  sheaves, 
while  the  second  uses  a  short  stroke  vertical  cylinder  di- 


INDUSTRIAL  CARS 


597 


rectly  connected  to  the  bottom  of  the  bed.  Cars  of  the  long 
cylinder  type  require  side  chains,  the  same  as  used  on  hand 
dump  cars.  Such  cars  of  12  cit.  yd.  and  16  cu.  yd.  capacity 
have  been  used  extensively  for  a  number  of  years  by  con- 


Fig.  23— Air  Dump  Car,  Long  Cylinder 

tractors.  The  12  cu.  yd.  car  is  light  enough  for  use  on 
soft  tracks,  is  substantial  enough  for  steam  shovel  work 
and  large  enough  to  be  economical  on  short  and  medium 
length  hauls,  while  the  16  cu.  yd.  car  is  preferable  for 
longer  hauls  and  on  more  substantial  tracks.  A  car  of 
20  cu.  yd.  capacity  is  better  adapted  for  railroad  work  and 
in  stripping  for  large  mining  operations.  Cars  with  vertical 
cylinders  are  known  as  "automatic"  because  means  are  pro 
vided  for  shutting  off  the  air  from  the  cylinder  when  the 
dumping  position  is  reached  and  because  the  bed  is  locked 
or  unlocked  by  the  operation  of  the  cylinder,  thus  making 
the  use  of  side  chains  unnecessary. 

To  provide  for  cases  where  the  locomotive  is  not  equipped 
with  an  operating  valve  and  hose  connection,  the  cars  can 
be  equipped  with  storage  reservoirs  which  are  charged 
from  the  brake  pipe,  and  which  hold  sufficient  air  for  the 
operation  of  the  cylinders.  In  this  case  the  unloading  of 
the  cars  is  controlled  by  a  dumpman  who  can  be  stationed 
at  any  point  on  the  train.  All  of  the  cars  in  a  train  can 
be  dumped  together  or  each  one  can  be  dumped  separately. 

Automatic   air  dump   cars  are  built   in   capacities   of   16 


Fig.   24 — Air   Dump   Car,   Vertical   Cylinder 


cu.  yd.,  20  cu.  yd.  and  30  cu.  yd.,  all  for  standard  gage 
tracks.  Cars  of  20  cu.  yd.  capacity  are  extensively  used  in 
railroad  construction  and  maintenance  and  also  in  quarries 
and  at  iron  and  copper  mines.  There  is  a  tendency,  how 
ever,  in  many  operations  to  use  a  car  of  30  cu.  yd.  capacity. 

Special  Box-Body  Dump  Cars.  In  addition  to  the 
common  forms  of  two-way  side  dump  cars  already  de 
scribed,  a  number  of  modifications  can  be  made  to  meet 
special  conditions  or  for  the  character  of  the  materials 
which  they  are  designed  to  handle.  A  few  of  these  will 
be  mentioned. 

Cars  can  be  arranged  to  dump  on  one  side  only  instead 
of  on  both  sides.  This  is  sometimes  desirable  in  small 
hand-dumped  cars. 

An   automatic  dumping  attachment   can  be   provided   on 


one-way  dump  cars.  Self-dumping  is  obtained  by  the  use 
of  a  movable  roller  on  the  side  of  the  car  which  is  con 
nected  by  levers  to  the  body.  At  the  desired  dumping  point 
an  inclined  rail  terminating  in  a  horizontal  portion  is  placed 
alongside  of  the  track  in  such  a  position  as  to  engage  with 
the  roller,  and  when  the  roller  runs  up  the  inclined  rail  the 
body  is  dumped. 

Cars  may  be  arranged  to  dump  over  one  end  instead  of 
on  the  side.  This  modification  can  be  applied  to  cars  of 
from  1  cu.  yd.  to  6  cu.  yd.  capacity. 

Small  cars  of  1  cu.  yd.,  \l/2  cu.  yd.  and  2  cu.  yd.  capacity 
and  of  the  end  dumping  style  can  be  mounted  on  a  swivel- 
base  so  as  to  dump  in  any  position.  (See  Rotary  Dump 
Cars.) 

In  the  construction  of  the  New  York  aqueduct  a  special 
ly  designed  car  of  40  cu.  ft.  capacity  and  30  in.  track  gage 
was  used.  The  body  was  carried  on  rockers  of  a  design 
similar  to  that  used  on  many  V-body  dump  cars.  The  doors 
were  hung  at  a  considerable  distance  above  the  bottom  of 
the  bed  so  as  to  secure  a  wide  opening,  and  to  provide 


Fig.  25— Small  Box-Body  Quarry  Car 

for  handling  very  large  rocks  the  doors  were  designed  so 
that  they  could  be  easily  lifted  off.  The  same  design  has 
also  been  found  quite  useful  in  general  quarry  work. 

For  use  around  industrial  plants,  in  mines,  for  coaling 
locomotives  and  for  other  purposes  small  box-body  cars  of 
special  design  and  arranged  to  dump  on  the  side  or  on  the 
end  have  been  found  to  be  satisfactory. 

Hopper  Bottom  Cars 

Hopper  bottom  cars  are  suitable  for  use  where  the  load 
can  be  dumped  between  the  rails  of  the  track.  They  are 
extensively  employed  in  steam  railroad  service  for  handling 
coal,  ore  and  other  substances  and  are  used  in  the  industrial 
field  for  moving  such  loose  bulk  materials  as  coal,  ashes,  coke, 
sand,  gravel,  crushed  stone,  earth,  cinders,  clay,  shale,  ores, 
soda  ash,  phosphates,  fertilizer,  etc.  They  have  been  found 
useful  at  many  manufacturing  plants,  power  houses,  rail 
road  terminals  for  coaling  locomotives,  chemical  plants, 
fertilizer  works,  coal  mines,  ore  mining  and  refining  opera 
tions,  smelters  and  for  filling  and  for  ballasting  tracks. 

As  the  load  is  deposited  between  the  rails,  it  may  be 
dumped  from  a  trestle  or  elevated  track  into  a  bin,  or  there 
may  be  a  receptacle  underneath  the  track  and  a  conveyor 
provided  to  carry  the  material  away. 

Hopper  bottom  cars  for  industrial  purposes  range  from 
a  very  light  car  for  24  in.  gage  and  a  capacity  of  15  cu.  ft. 
to  a  standard  gage  car  carrying  a  load  of  100,000  Ib.  or  more. 


598 


INDUSTRIAL   RAIL   TRANSPORTATION 


As  the  requirements  are  so  diverse,  there  are  no  standard 
designs  for  hopper  bottom  cars.  The  small  cars  most  gen 
erally  used  are  for  track  gages  of  24  in.,  30  in.,  and  36  in. 
and  a  capacity  of  2  cu.  yd.,  3  cu.  yd.,  4  cu.  yd.  or  6  cu.  yd. 

The  first  car  illustrated  is  of  small  capacity  and  has  a 
bottom  slide  controlled  by  a  hand  lever.  Various  designs  of 


Fig.  26 — Hopper  Bottom  Car,  Light  Service 

doors  of  the  sliding  type  are  used  but  most  cars  are  equipped 
with  doors  of  the  drop  type,  in  which  case  two  doors  are 
generally  used  for  each  hopper.  Drop  doors  may  be  hinged 
either  crosswise  or  lengthwise  of  the  car  and  may  be  con 
trolled  either  from  the  side  or  the  end  of  the  car.  When 
in  the  dumping  position  the  doors  ordinarily  just  clear 
the  track. 

The  car  bodies  are  generally  made  of  steel  but  wood  is 
quite  frequently  used,  particularly  for  handling  coal. 
Wooden  bodies  are  also  commonly  used  for  handling  clay, 
sand,  shale,  etc.  For  such  purposes  the  sides  are  made 
quite  steep  so  as  to  give  large  bottom  doors  of  the  drop 
type. 

A  hopper  bottom  car  suitable  for  heavier  work  and  ar 
ranged  to  be  hauled  in  trains  is  shown  in  the  second  il 
lustration.  Drop  doors  are  used  which  are  opened  and 
closed  from  the  side  of  the  car.  In  this  particular  case 


equipped  with  a  hand  brake  operated  by  a  staff  and  hand- 
wheel  similar  to  that  used  on  freight  cars.  Others  forms 
of  brakes  are  used,  a  common  form  being  that  controlled 
by  a  long  hand  lever  on  the  side  of  the  car.  The  coupler 
is  of  the  hook  type  and  is  equipped  with  a  spring. 

Cars  of  the  same  general  design  and  of  about  five  tons 
capacity  are  particularly  well  adapted  for  handling  zinc, 
lead  and  other  high  grade  ores. 

For  handling  iron  ore,  a  larger  car  of  from  15  tons  to 
20  tons  capacity  is  often  used.  If  the  track  is  sufficiently 
substantial  such  a  car  may  still  be  mounted  on  four  wheels 
when  spring  supported.  Cars  of  even  smaller  capacity  are, 
however,  commonly  mounted  on  double  trucks. 

"Monitor"  cars  used  on  inclines  around  coal  mines  are 
frequently  of  the  hopper  bottom  type.  For  this  service 
automatic  dumping  is  often  employed,  the  doors  being  ar 
ranged  to  be  opened  and  also  closed  by  trips  either  be 
tween  the  rails  or  at  the  side  of  the  track. 

For  certain  concrete  construction  operations,  hopper  bot 
tom  cars  are  employed.  Such  cars  have  a  narrow  bottom 
opening  the  full  length  of  the  car  controlled  by  a  radial 
gate  and  a  long  operating  lever.  These  cars  are  also  usual 
ly  provided  with  a  crane  hook  connection. 

Gable  Bottom  Cars 

Gable  bottom  cars  arc  particularly  well  adapted  for  use 
on  inclined  and  elevated  tracks  or  trestles.  The  facility 
with  which  the  load  may  be  dumped,  either  automatically 
or  by  hand,  makes  them  the  most  efficient  and  economical 
type  of  car  for  delivering  many  kinds  of  loose  bulk  ma- 


'— Hopper  Bottom  Car,  Heavy  Service 

a  removable  lever  is  employed  for  dumping  the  car,  but  a 
fixed    handwheel    is    frequently    substituted.      The    car    is 


Fig.  28 — Gable  Bottom  Car,  Automatic  Dumping 

terial  to  storage  bins.  With  slight  modifications  they  are 
the  universally  used  cars  for  the  automatic  and  cable  rail 
ways  so  commonly  employed  on  the  water  front  along  the 
seaboard,  rivers  and  lakes  for  handling  coal  for  domestic 
and  industrial  purposes  from  vessels  and  barges  to  stor 
age  bins  and  pockets. 

In  addition  to  being  used  at  coal  yards  and  power  houses, 
gable  bottom  cars  are  employed  at  mines  for  handling  iron 
and  copper  ore,  and  for  disposing  of  waste  rock;  at  brick 
yards  for  bringing  material  from  clay  and  shale  banks ;  at 
sand  and  gravel  pits ;  at  fertilizer  and  chemical  plants,  and 
at  quarries  for  crushed  stone.  Phosphates,  salt,  cement, 
coke,  charcoal,  ashes  and  even  pig  iron  are  also  handled 
in  these  cars. 

The  shape  of  the  inclined  bottom  is  such  that  the  load 
is  discharged  well  clear  of  the  tracks.  While  the  angle 
of  the  bottom  is  ordinarily  that  best  suited  for  handling 


INDUSTRIAL  CARS 


599 


coal,  it  can  be  modified  so  as  to  be  equally  well  adapted 
for  other  substances.  Usually  both  doors  are  connected 
together  so  that  when  opened  the  load  is  discharged  equally 
on  both  sides  at  the  same  time,  but  if  desired  the  doors 
can  be  arranged  to  be  operated  independently. 

The  first  car  shown  is  equipped  with  a  door-locking 
device,  so  arranged  that  the  levers  are  released  by  striking 
a  trip  placed  alongside  the  track,  and  the  load  is  dumped 
on  both  sides  at  a  pre-dctermined  point.  Many  other  de 
signs  of  door-locking  devices  are  used  which  are  operated 
automatically  or  by  hand  and  in  some  cases  by  an  air 
cylinder. 

The  car  bodies  are  made  of  steel,  or  of  wood  cither 
plain  or  steel  lined. 

There  are  so  many  different  modifications  called  for  to 
meet  special  conditions  imposed  by  the  nature  of  tiie  ma 
terials  handled  or  by  the  local  suroundings  there  is  no 
standard  design.  However,  cars  of  capacities  ranging 
from  25  cu.  ft.  to  80  cu.  ft.  and  for  track  gages  of  24  in., 
30  in.  and  36  in.  me?t  the  more  common  requirements. 
These  cars  are  also  frequently  made  for  2\l/2  in.  outside 
track  gage,  to  some  extent  for  42  in.  track  gage  and  can  be 
made  for  any  other  capacity  or  track  gage.  Cars  for  nar 
row-gage  tracks  are  in  use  which  have  a  capacity  of  from 


are  usually  operated  automatically  by  a  movable  tripping 
block  at  the  side  of  the  track.  A  pick-up  attachment  will 
b  i  noticed  on  the  front  of  the  car  shown,  arranged  to  engage 
with  a  cross-bar  connected  to  a  counterweight  which  auto- 


Fig.  29 — Gable  Bottom  Car  for  Cable  Railway 

300  cu.  ft.  to  400  cu.  ft.  and  for  a  load  of  as  much  as  10 
tons,  while  similar  cars  for  standard  railroad  gage  tracks 
maj'  have  a  capacity  of  50  tons. 

The  smaller  cars  are  always  carried  on  four  wheels,  but 
double  trucks  are  required  for  the  larger  cars. 

The  sides  are  higher  than  for  flat  bottom  cars  of  the  same 
capacity.  For  handling  ashes,  coke,  charcoal  and  light  sub 
stances  the  height  is  still  further  increased. 

If  the  cars  are  to  be  pushed  by  hand,  couplers  are 
omitted;  but  in  most  cases  couplers  are  required,  a  simple 
form  of  link  and  pin  being  the  type  most  used. 

Brakes  of  any  desired  type  can  be  applied  if  required. 

Cars  may  be  hauled  by  a  locomotive  or  may  be  arranged 
for  any  other  method  of  propulsion.  If  the  cars  are  iu,ed 
on  cable  railways  they  are  equipped  with  a  cable  grip  and 
provided  with  a  platform  for  the  operator.  The  one  illus 
trated  is  typical  of  such  cars  which  are  made  in  a  variety  of 
designs,  wheel  gages  and  capacities. 

Cars  used  on  automatic  railways  ordinarily  have  wooden 
bodies,  lined  with  steel  plate,  sloping  ends,  and  a  long  wheel- 
base  which  permits  of  the  body  being  carried  low  between 
the  wheels.  If  material  other  than  coal  is  to  be  carried  the 
angle  of  the  bottom  should  be  designed  to  suit.  Tiie  capac 
ities  usually  employed  are  one  and  two  tons.  The  doors 


Fig.  30 — Hopper   Bottom   Car  for   Automatic  Railway 

matically  returns  the  car  to  the  loading  point  after  it  has 
been  dumped. 

Under  certain  operating  conditions  it  has  been  found  to 
•be  an  economical  arrangement  to  employ  self-propelled 
gable  bottom  cars  equipped  with  electric  motors. 

Cars  with  sloping  bottoms,  and  arranged  to  discharge  on 
one  side  only  or  on  one  end  only  are  also  built  but,  as  the 
slope  is  only  one  distinction,  they  are  not  gable  bottom 
cars  although  thep  resemble  them  somewhat. 

Inclined  Bottom  Cars,  Side  or  End  Dump 

While  inclined  bottom  cars  of  the  hopper  bottom  type 
which  discharge  in  the  center,  or  of  the  gable  bottom  type 
which  discharge  on  both  sides,  answer  the  requirements  in 
most  instances,  there  are  some  places  where  inclined  bottom 
cars  which  discharge  on  one  side  only,  or  on  one  end  only, 
are  more  satisfactory.  Such  cars  arc  built  for  any  track 
gage  and  of  many  different  designs. 

One  of  the  most  extensive  uses  for  cars  of  the  general 
type  shown  in  the  first  illustration  is  for  the  handling  of  con 
crete.  For  this  reason  it  is  frequently  called  a  "concrete 
car,"  and  is  also  known  as  a  "hopper''  or  "bucket''  car,  al 
though  the  last  name  is  applied  by  some  only  to  a  modifica 
tion  in  which  the  ends  are  vertical  or  without  the  batter 
shown  in  the  illustration.  This  change  of  design  makes  it 
possible  to  use  a  much  larger  radial  gate  which  is  of  ad- 


Fig.   31 — Inclined   Bottom    Car,   Lift   Gate 

vantage  when  placing  concrete,  which  is  somewhat  stiff,  and 
it  does  not  interfere  with  the  use  of  the  car  for  handling 
sloppy  concrete.  The  larger  gate  is  also  of  advantage  if  the 
same  car  is  used  for  handling  dry  aggregates,  etc.,  in  addi 
tion  to  concrete. 

For  concrete  construction  work  radial  gates  are  preferred 


600 


INDUSTRIAL   RAIL  TRANSPORTATION 


Creosoting  Car  for  Ties 


Creosoting  Car  for  Poles 


An  Economical  Arrangement  for  Handling  Ties 


Cane  Car  and  End  Dumper 


Small  Foundry  Ladle  Cars 


Cupola   Charging 


Core  Oven  Car 


Trunnion   Dump  Car  for  Ash  Handling 


INDUSTRIAL  CARS 


601 


Swivel  Top   Car  for  Rods 


Annealing   Oven   Car 


Double   Truck   Car  for   Heavy    Castings 


Heavy    Type    Four-Wheel    Platform    Car 


Furnace  Charging  Box  Car 


Steel  Ladle  Car  and  Electric  Locomotive 


Hopper  Bottom  Ore  Cars 


Electric  Locomotive  and  Ladle  Cars  at  Smelter 


602 


INDUSTRIAL   RAIL   TRANSPORTATION 


because  they  can  be  made  grout  tight,  are  easily  operated 
and  give  the  most  satisfactory  control  of  the  discharge. 

While  these  cars  are  used  in  many  kinds  of  concrete  con 
struction  they  have  been  found  to  be  particularly  desirable 


Fig.  32— Inclined  Bottom  Car,  Radial  Gate 

in  some  bridge  and  pier  work  where  they  have  saved  the 
installation  of  a  more  expensive  cableway. 

Cars  of  this  «ype  are  usually  built  for  track  gages  of  24  in., 
30  in.  and  36  in.  and  of  capacities  ranging  from  M  cu.  yd.  to 
2  cu.  yd.  although  larger  and  smaller  cars,  as  well  as  those 
for  other  track  gages,  are  sometimes  desirable.  Cars  with 
the  discharge  at  the  end  are  also  available. 

Cars  with  radial  gates  are  ordinarily  used  for  handling 
concrete  and  aggregates  and  can  also  be  used  for  handling 
many  other  materials,  but.  for  general  purposes,  sliding 
gates  with  chutes  are  preferable.  Such  cars  are  used  for 
handling  coal,  sand,  gravel,  cracked  ice,  etc.,  and  can  also 
be  used  for  concrete.  For  lighter  materials,  such  as  ashes, 
a  similar  car  with  higher  sides  is  often  used.  If  preferred, 
and  space  permits,  a  longer  circular  spout  can  be  substituted 
for  the  chute.  For  narrow  passages  the  chute  can  be  ar 
ranged  to  fold  back  against  the  car  body. 


railroad  track  gage,  about  50  ft.  long  and  of  10  tons  coke 
capacity. 

For  handling  coal  and  some  other  kinds  of  loose  bulk 
material  it  is  frequently  desirable  to  have  a  larger  discharge 
opening  than  can  be  obtained  by  a  sliding  gate.  To  meet 
such  a  demand  inclined  bottom  cars  are  also  constructed 
with  a  large  hinged  door.  The  design  is  sometimes  modified 
by  hinging  the  door  at  the  bottom  and  providing  it  with  end 
pieces,  so  that  when  let  down  it  acts  as  a  chute. 

Doors  may  be  arranged  to  be  opened  by  a  trip  if  automatic 
dumping  is  desired.  Couplers  and  brakes  are  provided,  if 
conditions  of  service  require  their  use. 

Creosoting,  Charcoal  and  Acetone  Cars 

Creosoting,  charcoal  and  acetone  cars,  while  differing  in 
certain  features,  have  so  many  points  of  resemblance  and 
are  used  in  such  similar  industries  that  they  have  been 
classed  together  for  convenience  in  treatment. 

Creosoting  Cars.  The  treating  of  wood  with  creo 
sote  or  other  preservatives  is  an  extensive  and  impor 
tant  business.  As  the  pieces  which  are  treated  range 
in  size  from  a  paving  block  to  a  telegraph  pole,  a  num 
ber  of  different  designs  of  cars  are  required  to  meet 
the  varied  needs. 

Creosoting  cars  are  of  an  approximately  circular  shape 
and  are  built  to  run  into  cylinders  which  are  commonly  of 
from  6  ft.  to  7  ft.  in  diameter.  They  may  be  mounted  on 
single  or  double  trucks.  The  track  gages  generally  used  are 
24  in.  or  30  in. 


Fig.   33 — Incline    Bottom   Car,   Hinged    Gate 

If  desired,  cars  may  be  obtained  with  end  instead  of  side 
discharge.  A  similar  car,  water-jacketed  and  with  modified 
doors,  is  in  use  for  handling  incandescent  coke  at  gas  works. 
In  the  coke  regions  a  large  quenching  car  with  inclined 
bottc.m  and  perforated  lift  doors  on  the  sides  is  used  for 
conveying  coke  from  the  ovens.  Such  cars  are  of  standard 


Fig.  34— Creosoting  Car  for  Blocks 

Cars  used  for  treating  paving  blocks,  such  as  used  for 
streets  and  factory  floors,  also  for  treating  telephone  cross- 
arms  and  other  short  pieces,  are  usually  of  steel-slat  con 
struction,  which  allows  a  free  circulation  of  the  treating 
compound  and  a  quick  draining  off  of  the  liquid  when  the 
car  is  withdrawn  from  the  compound. 

Two  doors  are  ordinarily  provided  at  the  top  so  arranged 
that  they  can  be  quickly  and  easily  fastened  and  unfastened. 
The  cars  must  be  strongly  built,  as  they  are  usually  lifted 
by  a  crane  or  derrick  and  turned  over  for  unloading.  Trun 
nion  plates,  with  or  without  trunnion  pins,  are  provided  in 
the  center  of  each  end  and  rings  or  links  are  attached  to  the 
side  sills.  The  usual  length  is  from  8  ft.  to  10  ft. 

Instead  of  being  constructed  entirely  of  steel  slats,  the 
sides  and  ends  of  such  cars  are_  sometimes  built  of  steel 
plates,  perforated  for  the  circulation  of  the  treating  mixture, 
the  slat  construction  being  used  only  for  the  floor. 

If  the  cars  are  not  to  be  turned  over  for  dumping,  end  or 
side  doors  may  be  substituted  for  the  top  doors. 

Cars  used  for  treating  railroad  tics,  fence  posts  and  short 
timbers  have  two  yokes,  usually  formed  of  angles  or  chan- 


INDUSTRIAL  CARS 


603 


ncls  and  are  mounted  on  four  wheels.     The  usual  length  is 
about  6  ft. 

For  handling  telephone  poles,  piles  and  long  timbers  two 
cars  are  required,  one  at  each  end.    These  cars  usually  have 


Fig.  35 — Creosoting   Car  for  Ties 

only  one  yoke  mounted  on  a  swiveling  bolster  to  enable  the 
train  to  pass  around  curves  and  through  switches. 

A  special  combination  car  is  used  in  sonic  places  instead 
of  a  car  with  a  single  yoke,  as  illustrated.  Such  a  car  is 
similar  to  the  double  yoke  car  used  for  treating  ties  but  has 
the  body  mounted  on  a  center  plate  resting  on  an  underframe 
so  that  it  is  free  to  swivel  when  used  for  long  poles,  hut 
can  be  held  rigid  by  pins  when  used  for  tics.  Where  both 
ties  and  long  poles  are  treated  such  a  double-purpose  car 
has  obvious  advantages. 

Charcoal  Cars.  The  old  method  of  producing  char 
coal  was  to  make  a  pile  of  wood  and  cover  it  with  earth, 
leaving  a  few  small  openings  to  admit  a  limited  amount 
of  air  and  allow  the  gases  to  escape  when  the  wood  was 
ignited.  After  enough  wood  had  been  burned  to  insure 
a  thorough  charring  of  the  mass  the  openings  were 


Fig.  36 — Creosoting  Car  for  Long  Poles 

closed  and   the  pile  allowed   to   cool   slowly.     By   this 
method  all  volatile  constituents  were  allowed  to  escape 
and  only  a  small  amount  of  tar  was  recovered. 
The  wood,  in  the  method  now  largely  followed,  is  placed  in 


a  car  and  pushed  into  a  closed  retort  where  the  heating 
takes  place.  This  gives  a  distillation  in  which  a  large 
amount  of  tar,  creosote,  methyl  alcohol,  acetone  and  acetic 
acid  are  obtained  and  at  the  same  time  the  yield  of  charcoal 
is  also  nearly  doubled. 

Charcoal  cars  arc  of  steel-slat  construction  and  are  pro 
vided  with  side  curtains  which  can  be  lifted  off,  or  are 
hinged  at  the  top  and  can  be  turned  up  and  fastened  in  an 
open  position. 

Cars  holding  2  or  2j/>  cords  of  wood  and  for  standard 
gage  tracks  are  extensively  used.  Such  cars  are  about  5  ft. 
4  in.  wide,  7  ft.  2  in.  high  and  from  11  ft.  to  12  ft.  6  in.  long 
over  all.  Four-wheel  trucks  with  18  in.  to  20  in.  wheels  are 
common. 

Special  cars  of  other  sizes  and  for  narrow  gage  tracks 
are  also  employed.  For  narrow  gage  tracks  the  wheels  are 
usually  inside  of  the  frame  and  boxed  over.  If  circular  re 
torts  are  used,  the  cars  are  of  a  shape  to  suit  and  in  ap 
pearance  resemble  creosoting  cars  for  paving  blocks. 

Acetone  Cars.  These  cars,  which  are  used  at  char 
coal  distillation  plants,  are  of  slat  construction  and  in 


Fig.  37 — Charcoal  Car 

general  appearance  resemble  cresoting  cars  for  ties. 
They  are  provided  with  rack  frames  for  holding  tiers 
ot  shallow  pans. 

Logging  and   Lumber   Cars  and   Trucks 

So  many  tilings  help  to  determine  the  character  of  the 
equipment  used  in  logging  operations  that  there  exists  a 
wide  variety  of  apparatus  in  different  locations.  These  in 
clude  the  extent  of  the  territory  being  lumbered,  the 
character  of  the  country,  the  proximity  to  streams  and  rail 
roads,  the  distance  from  the  mill,  the  methods  used  for 
skidding  and  loading,  and  the  diameter  and  length  of  the 
logs.  The  logs  may  be  skidded  in  some  places  by  teams  to 
the  banks  of  a  stream,  down  which  they  are  driven  to  the 
mill.  In  other  places  they  may  be  loaded  on  trucks  or 
trailers  and  hauled  out  by  traction  engines  or  by  track  lay 
ing  gasoline  tractors.  In  still  other  places  the  logs  may  be 
brought  in  by  cableways  and  loaded  on  special  cars  by  log- 
loaders,  after  which  they  may  be  hauled  for  long  distances 
to  the  mill. 

In  many  northern  operations  the  logs  are  gotten  out  in 
the  winter  time  when  there  is  plenty  of  snow,  which  permits 
of  economical  hauling  by  teams  to  streams  or  railroads. 

Simple  railroads  which  can  be  built  for  a  relatively  small 
expense  are  used  to  a  large  extent.  As  such  roads  are 
frequently  taken  up,  no  more  grading  is  done  than  is  neces 
sary  and  the  grades  are  often  quite  heavy. 


604 


INDUSTRIAL   RAIL  TRANSPORTATION 


In  some  places  log  roads  are  used.  In  such  cases  logs  of 
about  10  in.  diameter  are  usually  selected  and  laid  on  48  in. 
centers.  On  roads  of  this  kind  the  wheels  used  on  the  cars 
are  of  spool  shape,  a  common  size  being  18  in.  diameter  at 
the  center  and  24  in.  diameter  on  the  sides. 

Flat  wood  rails  are  also  used  for  logging  roads  and  are 
also  employed  around  many  mills.  In  this  case  the  car 
wheels  have  flat  treads  of  5  in.  to  6  in.  face  and  special 
flanges,  2}4  in.  to  3  in.  high.  The  cars  may  also  be  equipped 
with  wheels  that  can  be  used  on  either  wood  or  steel  rails. 
These  also  have  wide  flat  treads  and  flanges  V/s  in.  to  2  in. 
high.  While  unchilled  cast  iron  wheels  are  sometimes  used 
on  wood  rails,  the  greater  durability  of  chilled  iron  wheels 
makes  them  preferable. 

Steel  rails  are  used  in  some  instances  and  are  laid  for  36 
in.  track  gage.  Most  logging  roads  are,  however,  laid  on 
56J/2  in.  gage,  so  that  standard  gage  railroad  cars  may  be 
run  over  the  roads  and  cars  of  loaded  logs  may  be  delivered 
to  and  hauled  by  the  railroads  without  reloading.  The  car 
wheels  used  on  roads  equipped  with  steel  rails  are  of  chilled 
cast  iron  except  in  a  few  cases  where  steel  wheels  are  used. 
Logging  Cars.  Originally  four-wheel  cars  were  used 
for  logging  work  but  they  are  now  rarely  employed 
except  for  short  hauls  and  around  mills.  Four-wheel 
trucks  are  still  used,  however,  for  even  the  heaviest 
logs,  but  the  logs  rest  on  two  trucks.  The  two  trucks 
are  sometimes  connected  together  by  a  coupling  beam, 
but  frequently  the  logs  form  the  only  connection  between 
the  trucks. 

Where  animal  power  is  used  for  hauling,  the  trucks  are 
of  very  simple  construction  and  of  2  tons  to  S  tons  capacity 
each. 

Ordinary  flat  cars  are  frequently  used  for  transporting 
logs,  but  as  they  weigh  much  more  than  logging  cars,  cost 
more  to  build  and  maintain,  and  are  not  equipped  with 
bunk?  and  special  means  for  securing  the  logs,  they  are 
neither  as  economical  nor  as  convenient  to  use. 

A  logging  car  which  is  used  more  than  any  other  type  and 
in  practically  all  sections  of  the  country  is  of  skeleton  con 
struction  and  has  a  wooden  frame.  The  one  illustrated  is 
of  30,000  Ib.  capacity,  is  21  ft.  long,  and  weighs  only  7,000 
lb.,  or  less  than  half  as  much  as  a  regular  flat  car.  The 
bunks  on  which  the  logs  rest  and  which  are  the  equivalent 
of  the  body  bolsters  in  other  cars  are  8  ft.  6  in.  long  and  the 
bunk  centers  are  11  ft.  Cone-headed  bolts  are  used  at  the 
ends  of  the  bunks  to  keep  the  logs  from  rolling  off.  The 
couplers  may  be  of  the  simple  link  and  pin  type  but  auto 
matic  couplers  are  preferable  for  safety  and  other  reasons 
and,  of  course,  must  be  used  if  the  cars  are  ever  hauled 


For  heavy  service,  logging  cars  of  all-steel  construction 
are  coming  into  use.  They  are  usually  of  from  60,000  lb.  to 
80,000  lb.  capacity.  The  one  illustrated  has  four  bunks  and 
is  provided  with  rails  for  a  log  loader.  If  log  loaders  of 


Fig.  38 — Logging  Car,  Wooden  Frame 

on  other  railroads.  Cars  of  the  same  general  type  are  built 
in  capacities  up  to  80,000  lb. 

For  hauling  long  logs,  the  center  sills  are  cut  in  two  at 
the  center  and  reinforced  with  straps  so  that  the  distance 
between  the  truck  centers  can  be  adjusted  to  suit  the  length 
of  the  logs. 

As  tht  grades  on  logging  roads  are  usually  heavy  and 
frequently  long  the  use  of  air  brakes  is  strongly  recom 
mended  even  though  the  cars  are  not  sent  to  other  railroads. 


Fig.  39— Logging  Car,  All  Steel 

the  type  which  run  over  the  tops  of  the  cars  are  not  used 
the  rails  may  be  omitted. 

The  use  of  four  bunks  permits  of  the  loading  of  two  tiers 
of  short  logs,  but  if  only  long  logs  are  to  be  hauled  the  cars 
need  only  be  equipped  with  two  bunks. 

The  bunks  shown  are  equipped  with  short  stakes  which 
can  be  released  from  the  opposite  side  of  the  car,  a  safety- 
device  of  considerable  importance.  There  are  a  number  of 
similar  designs  which  have  been  proved  to  be  so  efficient 
that  there  is  no  need  of  releasing  the  logs  on  the  side  of  the 
car  from  which  they  are  unloaded. 

The  car  is  equipped  with  automatic  couplers,  air  brakes 
and  all  appliances  required  for  interchange  traffic. 


Fig.  40 — Logging  Truck 

Logging  Trucks.  Detached  logging  trucks,  some 
times  called  logging  cars,  are  frequently  referred  to  as 
"Pacific"  trucks  because  of  their  extensive  use  on  the 
Pacific  coast  where  they  are  employed  to  haul  logs  of 
very  large  diameter  and  at  times  of  considerable  length. 

The  design  illustrated  has  a  capacity  of  100,000  lb.  for  a 
pair  of  trucks  and  is  suited  for  handling  very  large  logs. 
Other  designs  are  used  which  range  in  capacity  per  pair 
from  50,000  lb.  to  100,000  lb.  The  bunk  shown  is  equipped 
with  chocks  which  can  be  easily  adjusted  in  position  and 
locked  and  unlocked  from  the  side  opposite  to  that  on  which 
the  logs  are  discharged.  For  the  large  logs  hauled  on  the 
Pacific  coast  such  chocks  are  better  than  stakes.  Detached 
logging  trucks  are  also  used  for  heavy  work  in  the  south, 
in  the  Philippine  Islands  and  other  places.  Bunks  are 
equipped  with  chocks  or  stakes  of  the  kind  best  suited  to  the 
character  of  the  logs  handled. 

Such  trucks  are  equipped  with  couplers  on  both  ends  so 
that  they  may  be  coupled  together  when  run  as  empties. 

Each  truck  is  equipped  with  a  handbrake  and  frequently 
with  an  air  brake,  the  cylinder  and  brake  apparatus  being 
mounted  directly  on  the  truck.  Separate  pieces  of  pipe  and 
hose  are  used  to  connect  a  pair  of  loaded  trucks. 


INDUSTRIAL  CARS 


605 


Lumber  Cars.  I'or  use  around  mills  a  simple  form 
of  a  four-wheel  platform  or  skeleton  car  with  side 
•  stakes  is  commonly  employed.  In  their  simplest  form 
they  are  not  equipped  with  springs  and  if  they  arc  to 
be  pushed  by  hand,  brakes  and  couplings  may  also  be 
omitted.  If  they  are  to  be  hauled  by  animal  power,  by 
cable  or  by  locomotive,  both  couplers  and  brakes  are 
usually  applied. 

The  lumber  car  illustrated  has  a  small  side  platform  or 
running  board  on  which  a  man  can  ride  and  operate  the 
brakes.  The  ends  of  the  frame  are  extended  to  give  a 
distance  over  the  couplings  suitable  for  the  length  of  the 


Fig.  41 — Lumber  Car 

lumber  usually  handled.  If  longer  lumber  is  handled  reach 
rods  will  be  required  between  the  cars.  The  particular  car 
shown  is  also  equipped  with  a  low  coupling  for  connection 
to  a  cable. 

Such  a  low  connection  is  desirable  where  the  cars  are 
hauled  by  cable  over  tracks  with  a  number  of  curves  or  up 
inclines,  as  to  the  second  floor  of  a  mill. 

Lumber  cars  can  be  built  for  any  gage  of  track  which 
seems  best  suited  to  the  conditions.  Although  steel  rails 
£re  generally  used,  special  wheels  suitable  for  wood  rails 
may  be  supplied  if  desired. 

Cane  and  Plantation  Cars 

Cane  cars  arc  of  many  different  types  and  sizes,  as  natur 
ally  follows  from  the  fact  that  they  are  used  under  such 
diverse  conditions  and  in  so  many  different  countries.  Ex 
tensive  sugar  cane  plantations  are  found  in  the  United  States, 
in  Cuba,  Porto  Rico,  Mexico,  Central  America,  parts  of 
South  America,  Hawaii,  the  Philippine  Islands,  Java,  South 
Africa  and  other  tropical  countries. 

In  size,  cane  cars  range  from  a  small  four-wheel  car  for 
a  24  in.  track  gage,  holding  one  ton,  to  a  large  eight-wheel 
compartment  car  for  standard  railroad  track  gage,  holding 
30  tons  or  more. 

The  track  gage,  most  commonly  used  for  cane  cars  range 
from  24  in.  to  56^4  in.  and,  in  countries  using  the  metric 
system,  from  60  c.  in.,  to  1  meter  (equivalent  to  about  24 
in.  to  39f£  in.). 

In  addition  to  the  general  practice  of  the  locality,  some  of 
the  factors  which  have  to  be  considered  when  deciding  upon 
the  design  of  a  car  best  adapted  to  a  particular  plantation 
are  the  following : 

Size  of  the  plantation  and  amount  of  cane  produced ;  labor 
conditions  ;  size  or  capacity  of  car  most  convenient  to  handle  ; 
method  of  haulage  and  the  length  of  haul  to  the  mill ;  the 
manner  in  which  the  cane  is  handled  at  the  mill ;  and  the 
means  adopted  for  loading  and  for  unloading. 

On  small  plantations  the  cane  is  often  brought  in  by  mule 
drawn  wagons  or  bull  carts  and  this  means  is  still  employed 
to  a  considerable  extent,  even  on  large  estates,  for  hauling 
from  the  fields  to  the  loading  point  for  the  cane  cars.  On 


other  plantations,  especially  in  Cuba,  bull  carts  are  being 
replaced  by  portable  railroads  and  small  four-wheel  cars  for 
bringing  in  the  cane  to  the  large  cars. 

The  loading  of  carts  or  cars  in  the  field,  or  the  transfer 
ring  to  large  cars,  may  be  done  by  hand,  by  a  portable  loader 
consisting  of  a  derrick  and  grapple  mounted  on  a  wagon  or 
a  car  and  operated  by  animal  power  or  by  a  gasoline  engine. 
At  transfer  points  the  derrick  may  be  stationary  or  may  be 
replaced  by  a  transfer  crane  consisting  of  an  overhead 
bridge  with  a  trolley  and  a  chain  sling  operated  by  a  winch 
driven  by  a  gasoline  engine. 

Modern  sugar  cane  mills  or  "centrals"  arc  usually 
equipped  with  conveyors,  often  called  conductors  or  car 
riers,  for  moving  the  cane  from  the  place  where  the  cars 
are  unloaded  to  the  crushers. 

Various  means  arc  employed  for  unloading  the  cars. 
This  may  be  done  by  hand,  by  rake  type  feeders  which  pull 
the  cane  off  the  cars  sideways,  by  a  grab  or  cane  fork  and  a 
hoist,  by  a  chain  sling  and  a  hoist  or  by  a  crane  or  car 
(lumper  which  tilts  the  car  sidewise  or  endwise  and  causes 
the  load  to  slide  out  into  a  hopper  from  which  it  passes  to 
the  conveyor.  Instead  of  employing  a  car  dumper  and  flat 
bottom  cars,  in  a  few  instances  cars  are  used  whicli  have 
inclined  or  gable  bottoms  so  as  to  be  largely  self-discharging 
when  the  side  doors  are  unlocked. 

There  are  wide  variations  in  structural  details,  as  well  as 
in  type  and  size.  Only  the  more  important  parts,  however, 
will  be  mentioned. 

The  underframe  and  trucks  are  usually  of  steel,  although 
the  frame  may  be  of  wood  in  some  cases,  as  for  small  four- 
wheel  cars.  The  floor  may  be  of  planks  or  of  sheet  steel, 
Smooth  floors  are  used  where  the  cars  arc  unloaded  by 
hand,  by  tilting,  or  by  raking  out.  If  unloaded  by  means 
of  chain  slings  and  a  hoist,  the  floor  is  provided  with  cleats 
so  that  the  chains  can  be  passed  through  under  the  load. 
These  cleats  may  be  wood  strips,  rolled  shapes  such  as 
angles,  or  pressed  steel.  The  floor  is  sometimes  inclined  to 
facilitate  the  discharge  of  the  cane. 

The  superstructure,  including  the  ends,  sides  and  parti 
tions,  may  be  of  wood,  entirely  of  metal,  or  of  a  combination 
of  wood  and  metal. 

The  ends  may  be  solid,  steel  racks,  stakes,  a  door  hinged 
at  the  top  if  the  car  is  dumped  by  tipping  endwise,  or  they 
may  be  omitted  entirely  for  hand  loading  lengthwise. 

The  sides  may  consist  of  stakes  with  solid  or  releasable 
stake  pockets;  stakes  held  in  releasable  stake  pockets  and 
hinged  at  the  top  either  on  a  rod  or  by  an  individual  hinge ; 
stakes  hinged  at  the  top  and  fastened  together  to  form  a  door 
so  that  the  entire  side  of  a  compartment  will  open  at  once 
or  be  held  locked  by  a  rod  at  the  bottom ;  stakes  fastened 
solidly  to  the  side  frame  at  the  bottom,  in  which  case  they 
may  or  may  not  be  attached  to  a  top  side  rail,  or  a  door 
hinged  at  the  bottom  so  as  to  drop  down.  In  some  cases 
where  loading  is  done  crosswise  by  hand  the  sides  are 
omitted  entirely. 

In  some  instances  where  the  cane  is  bundled,  horizontal 
hinged  partitions  or  slats  are  provided  so  that  the  load  is 
divided  into  two  or  three  parts. 

Couplings  may  be  automatic,  such  as  are  standard  on 
American  railroads ;  automatic  of  three-quarter  size ;  link 
and  pin  ;  link  and  hook,  or  of  other  design  to  suit  local  re 
quirements. 

The  larger  cars  are  frequently  equipped  with  air  brakes 
and  the  smaller  cars  usually  have  hand  brakes.  On  level 
roads,  for  short  hauls  and  for  slow  speeds,  brakes  may  be 
omitted. 


606 


INDUSTRIAL   RAIL   TRANSPORTATION 


Cane  cars  are  of  two  general  groups ;  first,  large  double- 
truck  or  eight-wheel  cars ;  and,  second,  small  four-wheel  or 
single-truck  cars.  Only  the  principal  typical  designs  of  each 
group  will  be  described. 

Double  Truck  Cane  Cars.  In  the  largest  cane  pro 
ducing  sections,  especially  in  Cuba,  car  dumpers  of  the 
side  tipping  platform  type  are  extensively  used.  This 
makes  necessary  the  employment  of  some  kind  of  a 
side  discharging  car. 

The  side  stakes  or  slats  are  hinged  at  the  top  and  fastened 
together  to  form  a  separate  door  for  each  compartment  and 
are  held  by  locking  bars  at  the  bottom  which  can  be  operated 
from  the  end  of  the  car.  The  cars  are  usually  divided  into 
two  or  three  compartments.  Both  sides  may  be  hinged,  but 
in  most  cases  this  is  done  on  one  side  only,  the  other  side 
having  the  stakes  riveted  on.  The  discharging  side  is  com- 


Fig.  42 — Side   Discharge   Cane   Car,   Hinged   Stakes 

monly  made  higher  than  the  fixed  side  to  facilitate  the  pass 
age  of  the  cane. 

If  preferred,  the  stakes  may  be  independent  and  be  held 
at  the  bottom  by  releasing  stake  pockets,  the  discarge  being 
controlled  by  the  number  of  stakes  released. 

A  further  modification  is  to  hinge  the  stakes  to  a  top 
rod  which  permits  of  sliding  them  endwise  to  facilitate  side 
loading  by  hand.  Cars  of  this  type  vary  in  length  from 
20  ft.  to  38  ft.  and  in  capacity  from  7  tons  to  30  tons. 

In  some  places  in  Cuba  and  South  America  the  cane  cars 
have  an  end  door  hinged  at  the  top  for  use  in  connection  with 
car  dumpers  of  the  end-tilting  type. 

Such  cars  are  sheathed  on  the  inside  with  wood  or  steel 
plates  so  that  the  contents  will  slide  out  readily. 

Where  rake  type  unloaders  or  feeders  are  installed  and  in 
many  instances  where  hand  unloading  is  still  employed,  the 


Fig.  43— End   Discharge  Cane   Car 

cars  used  are  ordinarily  fitted  with  separate  stakes  and  re 
leasing  stake  pockets,  although  on  some  estates  they  still  use 


The  floors  are  generally  of  planks  or  sheet  steel.  By  add 
ing  floor  cleats,  chain  sling  unloaders  may  be  used. 

Where  the  cars  are  unloaded  by  passing  chains  through 


Fig.  44 — Side  Discharge  Cane  Car,  Releasing  Stake  Pockets 

under  the  load,  and  lifting  the  cane  out  of  a  compartment  by 
a  hoist  and  sling,  the  platforms  are  always  fitted  with  cleats. 

The  side  stakes  are  usually  fastened  rigidly  to  the  side 
frame  at  the  bottom  and  to  a  side  rail  at  the  top.  The  upper 
side  rail  is  sometimes  omitted  where  the  load  is  hoisted  out 
and  it  is  generally  dispensed  with  for  hand  unloading. 

Horizontal  bars  are  sometimes  hinged  to  the  stakes  so  as 
to  divide  the  cane  into  two  or  three  different  levels,  each 
one  of  which  may  be  hoisted  out  separately. 

For  strictly  hand  unloading,  the  end  walls  can  be  re 
placed  by  rigid  stakes,  or  in  very  flat  countries  end  stakes 


Fig.  45 — Cane  Car,  Hoist  Unloading 

can  be  entirely  dispensed  with.     Such  cars  are  usually  built 
only  in  the  smaller  sizes  and  have  but  one   compartment. 


Fig.  46 — Cane  Car,  Drop  Side  Doors 

For  top  unloading  by  cane  grapples  or  grabs  low  skeleton 
rack  sides  may  be  used  and  the  cane  piled  up  about  twice  as 
high  as  the  sides. 

In  another  design  the  side  doors  are  hinged  at  the  bottom 
and  drop  down  for  loading  and  unloading.  The  sizes  most 


-  .  ana  drop  down  ior  loading  and  unloading.     The  sizes  most 

lg  the  stakes  '*  ha"d  for  unload-      commonly  used  are  from  5  ft.  to  8  ft.  wide,  20  ft.  to  30  ft. 

long  and  have  a  capacity  of  from  7  tons  to  17  tons.    The  su- 


INDUSTRIAL  CARS 


607 


pcrstructure  may  be  of  steel  rack  design  or  sheathed  with 
wood.  The  cars  are  usually  equipped  with  a  center  parti 
tion  which  divides  them  into  two  compartments. 

Two  doors,  are  used  on  each  of  the  sides,  which  are  com 
monly  3  ft.  to  4  ft.  high.  Where  cars  of  large  capacity 
arc  desired  the  sides  may  be  increased  in  height,  and  in 
some  instances  where  this  is  done  a  double  set  of  doors  is 
used,  one  above  the  other. 

Four-Wheel  Cane  and  Plantation  Cars.  Four-wheel 
cane  cars  differ  as  widely  in  design  as  do  the  larger 
double-truck  cars,  and  are  used  more  extensively. 
With  little  or  no  change  in  details  they  are  used  on  other 
than  cane  plantations  for  handling  such  material  as  sisal 
grass,  henequcn,  manila,  wood,  coffee,  bananas,  boxes  of 
oranges  and  grape  fruit,  tobacco,  etc.  Although  commonly 
known  as  cane  cars  they  might  very  properly  be  called  by 
the  broader  name,  plantation  cars. 

The  track  gages  commonly  used  are  from  24  in.  to  36  in. 
although  in  some  instances  four-wheel  cane  cars  are  built 
for  standard  gage.  The  usual  capacities  range  from  \Yi 
tons  to  6  tons,  although  this  may  be  exceeded  at  times. 

Couplers  are  of  various  types,  dependent  upon  the  local 
customs  and  the  means  employed  for  haulage,  whether 
animal  or  locomotive. 

On  many  plantations  four-wheel  cars  answer  all  require 
ments  and  even  on  the  largest  estates  they  frequently  are 
employed  in  conjunction  with  portable  railways  for  bringing 


Fig.  47— Cane  Car  with  End  Racks 

in  the  cane  from  the  fields  to  be  loaded  on  large  douUe- 
truck  cars. 

Cars  without  sides  and  with  end  racks  are  frequently 
called  the  "Porto  Rican"  type,  although  they  are  used  in 
many  other  countries.  The  floor  is  usually  smooth,  this 
being  best  suited  for  loading  and  unloading  by  hand,  the 
cane  being  placed  on  the  cars  crosswise. 

A  windlass  is  often  attached  to  one  end  for  securing  the 
load  by  a  chain  passed  over  the  top. 

A  modification  with  curved  ends  and  known  as  the 
"basket"  or  "Equador"  type  is  used  in  certain  sections. 

Side  stakes  with  releasing  stake  pockets  are  a  convenience 
in  retaining  the  load  and  are  frequently  used  on  cars  which 
are  unloaded  by  hand  or  by  unloaders  of  the  "rake-out'"  type. 
They  can  also  be  used  in  connection  with  side  tilting  un 
loaders,  but  in  this  case  cars  having  side  stakes  hinged  to 
a  top  rail  are  most  popular.  Where  mechanical  unloading 


methods  are  used  the  floors  should  be  smooth  and  the  end 
uprights  sheathed.  Solid  stake  pockets  are  also  used  but 
the  stakes  cannot  then  be  so  easily  removed. 

This  style  of  car  is  frequently  called  the  "Hawaiian"  type, 
although  this  name  is  also  used  to  designate  cars  with  flar 
ing  sides  and  drop  doors.  Both  styles  are  widely  used  in 
the  1  lawaiian  Islands  and  are  also  used  in  other  places. 


Fig.  48     Cane  Car,  Releasing  Stake  Pockets 

Another  form  of  car  is  equipped  with  side  doors  hinged 
at  the  bottom.  In  the  Hawaiian  Islands  the  sides  are 
usually  flared  as  shown  in  the  illustration  and  the  car  is 


Fig.  49 — Cane  Car,  Drop  Side  Doors 

often  called  the  "Hawaiian"  type.  A  similar  car  is  used  in 
Louisiana  but  the  sides  are  usually  made  verticl.  These 
cars  are  generally  designed  for  a  capacity  of  from  two  to  six 


Fig.  50— Cane  Car,  Top  Unloading 

tons  and  are  ordinarily  loaded  about  twice  as  high  as  the 
sides. 

For  top  unloading  the  side  stakes  are  usually  rigidly  at 
tached  at  the  bottom.  Top  side  rails  stiffen  the  car  and  give 
a  better  support  for  the  stakes  but  are  somewhat  in  the  way 
when  loading.  If  chain  slings  are  employed  floor  cleats  are 


608 


INDUSTRIAL   RAIL  TRANSPORTATION 


used.  Such  cars  are  known  as  the  "Cuban"  type  and  are 
largely  used  in  conjunction  with  narrow  gage  portable  rail 
roads  for  bringing  in  the  cane  from  the  fields  to  a  point 
where  it  is  transferred  to  large  double-truck  cars.  They 
generally  have  a  short  wheel-base  for  greater  ease  in  passing 
around  curves,  and  are  commonly  hauled  by  animal  power 
but  small  locomotives  are  sometimes  used. 

Where  cars  are  unloaded,  as  well  as  loaded,  by  hand,  end 
stakes  can  be  substituted  for  the  sheathed  end  upright,  and 
in  very  level  sections  even  end  stakes  are  omitted  and  the 
cars  are  loaded  at  the  ends. 

Another  type  of  car  which  is  employed  where  end  loading 
is  followed,  has  one  end  closed  and  the  loading  end  partly 


are  generally  of  the  roller  type.  Care  must  be  taken  to 
prevent  the  ever  prevalent  dirt  and  sand  from  getting  into 
the  bearings.  Another  thing  to  be  considered  is  the  high 


Fig.  51 — Cane  Car  for  End  Loading 

closed,  sufficient  space  being  left  open  to  permit  a  man  to 
enter  the  car. 

This  arrangement  is  economical  in  the  use  of  labor  and  is 
frequently  used  for  bringing  in  the  cane,  particularly  on 
portable  railroads. 

Dryer  Cars 

The  three  most  important  groups  of  industries  in  which 
dryer  cars  are  extensively  employed  are  as  follows : 

1.  Clay   products   manufacture.     The   value  of   the   clay 
products  manufactured  in  the  United  States  is  some  $200,000,- 
000  per  year.     Plants  both   large  and   small   are   found   in 
almost  every  section  of  the  country  and  most  of  them  use 
some  kind  of  dryer  cars.     The   products   include   common 
brick,  pressed  brick,  face  brick,  paving  brick,  drainage  tile, 
hollow  building  tile,  roofing  tile,  concrete  blocks,  etc. 

2.  Foundries.     Various  kinds  of  cars  are  used   for   the 
drying  of  cores  and  molds   which  will  be  described   more 
fully  under  the  head  of  Foundry  Cars.     A  car  quite  exten 
sively  used  for  drying  small  cores  is  practically  the  same  as 
the  soft  mud  brick  or  pallet  cars. 

3.  Japanning   and   enameling.     The   cars    used    for   this 
purpose  differ  widely  according  to  the  shape  of  the  articles 
treated.    In  general,  they  resemble  pallet  cars,  being  divided 
into  from   one  to   four  sections. 

For  brick  cars  the  track  gage  most  commonly  used  is  24 
in,  and  there  appears  to  be  no  good  reason  why  this  should 
not  be  adopted  as  a  standard  instead  of  using  such  odd 
gages  as  23  in.,  25  in.  or  26. 

Wheels  are  usually  10  in.  to  12  in.  in  diameter  and  are 
generally  pressed  onto  axles  about  one  and  a  half  inches  in 
diameter.  The  axles  usually  have  bearings  outside  of  the 
wheels,  although  this  is  not  always  the  case.  The  bearings 


Fig.  52— Car  for  Stiff  Mud  Brick  and  Tile 

temperature  of  the  ovens  and  its  effect  on  lubrication  and 
distortions  which  may  throw  the  wheels  out  of  line. 

Dryer  cars  for  stiff  mud  brick  or  hollow  ware  may  have 
one,  two,  or  more  decks  of  wood  or  of  steel  slats.  Upper 
decks  may  be  rigidly  attached,  may  be  hinged  or  double 
iolding,  or  may  be  removable,  the  folding  type  being  pref 
erable  for  convenience  in  loading  and  unloading.  Such 
cars  are  usually  about  3  ft.  wide  and  7  ft.  long.  A  double 
deck  car  of  this  size  will  hold  500  bricks. 

Triple  deck  cars  are  commonly  used  for  drying  face  brick 
and  fire-proofing  brick.  For  concrete  blocks  two-deck  or 
three-deck  cars  are  preferable. 

For  sand-lime  brick  a  single  deck  car  with  a  steel  plate 
top  is  employed. 

For  drying  soft  mud  or  hand-made  brick,  roofing  tile,  etc., 


Fig.  53— Car  for  Soft  Mud  Brick 

a  pallet  car  is  used.  Standard  pallets  are  2  ft.  10  in.  long  and 
10  in.  wide  and  the  car  most  generally  employed  holds  24 
pallets  in  12  tiers  of  two  each.  Such  a  car  is  about  3  ft. 
wide,  7  ft.  long  and  6  ft.  high. 


INDUSTRIAL  CARS 


609 


With  modifications  in  dimensions  to  meet  the  particular 
requirements  similar  cars  are  used  in  foundries  for  drying 
cores  and  shops  for  Japanning  and  enameling  work. 

After  stiff  mud  bricks  have  been  formed  they  may  be 
taken  to  sheds  to  dry  out  by  natural  air  currents  or  they 
may  be  taken  to  hot  air  dryers  for  the  removal  of  moisture 
before  they  go  to  the  kilns  to  be  burned.  The  handling  of 
undried  bricks  from  the  machine  to  the  dryer  and  from  the 
dryer  to  the  kilns  by  means  of  lift  platform  cars  is  probably 
the  simpler  and  cheaper  method  in  most  cases.  The  cars 
used  for  the  purpose  have  platforms  about  5'/z  ft.  long  and 


Fig.  54 — Lift  Platform  Car 

2'/2  ft.  wide,  a  height  of  about  20  in.  and  a  lift  of  from  3  in. 
to  4  in. 

As  the  bricks  are  formed  they  are  placed  on  pallets  holding 
about  200  bricks  each.  A  car  is  then  run  under  the  pallets 
and  the  platform  is  elevated  to  lift  off  two  pallets,  or  about 
400  bricks.  After  being  pushed  on  the  transfer  and  run  into 
the  desired  point  in  the  dryer,  the  platform  is  lowered  and 
the  load  is  deposited  on  rests.  Another  lift  platform  car 
and  transfer  is  used  for  handling  the  dry  brick  from  the 
other  end  of  the  dryer  or  shed  to  the  kilns. 

Car  Transfers 

In  laying  out  industrial  railway  systems  it  often  happens 
that  the  use  of  switches  is  not  practical.  In  some  such  places 
turntables  at  intersecting  points  will  satisfactorily  meet  the 
requirements.  In  other  places  the  use  of  car  transfers  will 
give  the  best  results.  As  their  name  implies,  car  transfers 
are  used  where  there  are  no  switches  and  turnouts  to  trans 
fer  cars  from  one  track  to  another  parallel  track.  These 
transfers  carry  a  short  piece  of  track  of  the  same  gage  as 
the  industrial  railway  system.  In  operation,  the  cars  used 
to  transport  material  around  the  plant  are  run  from  the 
tracks  on  which  they  are  operated  onto  the  track  on  the  car 
transfer,  which  is  then  moved  to  a  point  opposite  some  other 
track  onto  which  it  is  desired  to  run  the  industrial  car. 

Car  transfers  are  used  at  practically  all  brick  and  tile 
manufacturing  plants  in  transporting  the  dryer  cars  from  the 
machines  to  the  dryers  and  from  the  dryers  to  the  kilns. 

They  are  frequently  employed  in  iron  foundries,  especially 
on  the  cupola  charging  floor  and  occasionally  in  raw  stock 
yards,  in  front  of  the  core  ovens  and  at  other  points.  They 
are  used  to  meet  special  conditions  around  various  types  of 
industrial  plants  and  are  often  installed  in  large  sizes  at 
steel  making  plants  for  handling  regular  steam  railroad  cars 
loaded  with  ore,  coke  and  other  materials. 

Car  transfers  may  be  equipped  with  a  single,  a  double  or 
a  triple  set  of  tracks  dependent  upon  the  number  of  cars 
to  be  transferred  at  one  time ;  they  may  have  three  tracks 
so  that  cars  of  two  different  gages  may  be  transferred;  or 
may  be  equipped  with  a  turntable  so  that  cars  may  be  turned 
around  as  well  as  transferred. 

When  designing  or  ordering  car  transfers  the  following 
factors  must  be  considered : 


1.  The  track  gage  of  the  industrial  railway  system. 

2.  The  length  over-all  of  the  various  cars  which  are  in 
service  or  are  liable  to  be  used  in  the  future.     This  deter 
mines  the  length  of  the  track  and  the  width  of  the  transfer 
car  and  also  the  gage  of  the  track  on  which  the  transfer 
runs.    For  single  truck  cars  the  usual  length  of  track  is  6  ft. 
or  8  ft.  except  where  cars  of  56^  in.  gage  are  used,  when 
the  length  of  track  is  made  8  ft.  or  10  ft.     For  double  truck 
cars  tiie  ordinary  lengths  of  track  are  15  ft.,  20  ft.,  25  ft. 
or  30  ft. 

3.  The   width   over-all   of  the  cars  transferred  and  the 
spacing  of  the  tracks  carried,  where  the  car  is  equipped  with 
more  than  one  set  of  trucks,  determine  the  length  of  the  car 
transfer. 

4.  The  gross  weight  of  the  loaded  cars  and  their  wheel 
bases   so   that  the   car   transfer   may   be   of  the   necessary 
strength  and  capacity. 

5.  Height  from  top  of  rail  on  which  transfer  runs  to  top 
of  rail  on  transfer. 

If  the  transfer  is  to  be  moved  by  hand  a  push  handle  may 
be  added  if  desired.  With  this  is  frequently  combined  a  pair 
of  brake  shoes  so  arranged  that  by  pushing  down  on  the  push 
handle  the  shoes  are  brought  into  contact  with  the  wheels 
and  the  transfer  stopped  when  opposite  the  desired  track. 

If  a  large  number  of  transfers  are  to  be  made  in  the  course 
of  a  day  it  will  probably  be  economical  to  equip  the  car 
transfer  with  an  electric  motor  drive.  In  this  event  it  will 
be  necessary  to  know  whether  the  available  current  is  direct 
or  alternating;  the  voltage;  and  if  alternating  the  number  of 
phases  and  cycles ;  the  location  of  the  trolley  wires  and  the 
speed  at  which  the  transfer  is  to  travel. 

Ordinarily  car  transfers  run  on  straight  level  tracks. 
Should  there  be  any  grades  or  curves  this  should  be  noted. 

The  side  pieces  of  car  transfers  are  usually  made  of  chan 
nels,  diagonally  cross-braced  to  keep  the  car  square.  For 
large  capacities,  cross  girders  should  be  placed  under  the 
rails  on  the  car.  Where  the  length  of  rails  is  not  over  10  ft. 
it  is  customary  to  use  a  long  axle  with  wheels  pressed  on 
each  end.  Where  the  length  of  the  rails  is  greater  the  long 


Fig.  55 — Car  Transfer 

axles  may  be  omitted  and  each  wheel  may  be  carried  on  a 
short  axie,  the  car  then  being  constructed  with  longitudinal 
channels  inside  as  well  as  outside  of  the  wheels.  Bearings 
should  preferably  be  of  the  roller  type.  Guards  or  stops 
should  be  provided  on  each  side  to  prevent  the  car  carried 
from  accidentally  running  off  the  transfer. 

Dogs  or  latches  are  often  used  to  lock  the  car  transfer  in 
position  when  the  tracks  on  the  car  register  with  the  tracks 
on  the  side  of  the  transfer  pit,  but  their  use  is  by  no  means 
universal. 

Ore  Mine  Cars 

In  the  majority  of  copper,  lead,  zinc,  gold,  silver,  and  most 
other  metal  mining  operations,  the  quantity  of  material 
handled  is  relatively  small  in  comparison  with  coal  mining 
where  tonnage  is  the  important  factor.  Exceptions  to  these 
conditions  are  found  in  iron  ore  mining  and  in  some  copper 
mining  where  the  operations  are  generally  of  the  open  pit 


610 


INDUSTRIAL   RAIL   TRANSPORTATION 


type,  and  the  cars  used  are  of  the  box-body  side-dump  type, 
the  same  as  used  in  construction  work,  or  of  the  hopper-bot 
tom  type,  the  track  gage  being  either  56l/2  in.  or  36  in. 

As  ore  mine  cars  are  commonly  used  in  restricted  tunnels 
with  narrow  openings  and  short  curves  they  are  necessarily 
of  small  size  and  compact  design.  The  name  "ore  mine  car" 
is  usually  understood  to  mean  a  car  with  a  rectangular  or 
box-shaped  body,  hinged  so  as  to  tip  and  generally  mounted 
on  a  swivel  so  that  the  load  may  be  dumped  in  any  direction. 
The  front  end  has  a  gate  hinged  at  the  top  and  held  by  a 
latch  controlled  from  the  rear  of  the  car,  thus  making  it  un 
necessary  for  the  operator  to  go  in  front  for  dumping.  When 


Fig.  56 — Ore  Mine  Car 

the  latch  is  released  the  material  in  the  car  forces  the  gate 
open. 

In  the  design  most  frequently  used  a  latch  on  the  rear 
holds  the  body  in  the  horizontal  position.  The  latch  is  con 
trolled  by  a  lever  on  the  rear  of  the  car,  which  also  turns  a 
shaft  running  lengthwise  which  is  provided  with  an  upturned 
end  in  front  that  acts  as  a  latch  for  the  gate.  In  some  de 
signs  the  t\vo  latches  are  independent.  One  form  which  is 
used  to  a  considerable  extent  retains  the  lever  and  shaft  for 
the  gate  latch  and  uses  a  foot-operated  latch  for  the  body. 

By  another  arrangement  the  dumping  is  automatic,  that  is, 
the  latch  for  the  gate  may  be  omitted  and  a  series  of  levers 
so  arranged  that  as  the  body  is  tipped  the  gate  is  automati 
cally  opened  by  the  levers ;  or  side  levers  may  be  connected 
to  the  gate  latches  in  such  a  manner  that  the  tipping  of  the 
car  automatically  releases  the  latches. 

In  most  ore  mines  a  track  gage  of  18  in.  is  used,  although 
16  in.,  20  in.,  24  in.  and  occasionally  30  in.  or  36  in.  arc  also 
employed.  Car  capacities  range  from  8  cu.  ft.  to  30  cu.  ft., 
widths  from  22  in.  to  32  in.,  lengths  from  36  in.  to  48  in.,  and 
heights  from  33  in.  to  48  in. 

The  sides  of  the  body  are  generally  of  steel  plate  of  about 
No.  10  gage,  the  bottom  is  usually  of  a  heavier  gage  than  the 
sides.  The  bottoms  are  ordinarily  flat  but  in  some  cases  they 
are  rounded  at  the  corners  to  facilitate  unloading.  There  is 
also  a  small  demand  for  cars  with  wooden  bodies. 

The  wheels  are  usually  10  in.  in  diameter  and  occasionally 
8  in.  or  12  in.  with  a  wheel  base  of  about  18  in. 

The  ordinary  practice  is  to  use  square  axles  from  I1/?  in. 
to  2  in.  in  size.  The  wheels  are  loose  and  either  plain,  self- 
oiling  or  with  rollers  in  the  hub.  In  some  instances,  how 
ever,  the  "Anaconda"type  of  wheels  and  axles  are  preferred 


as  the  journals  are  practically  dust  proof.  In  this  type  a 
saddle  fits  over  a  round  axle  and  is  provided  with  babbitted 
bearings  and  waste-packed  oil  cellars  or  with  roller  bear 
ings.  One  of  the  wheels  is  pressed  on  the  axle  and  the 
other  is  loose. 

The  majority  of  ore  mine  cars  are  not  equipped  with 
couplers,  as  they  are  pushed  by  hand.  If  it  is  desired  to 
couple  a  number  of  cars  together  and  pull  them  by  animal 
power  or  handle  them  by  a  cable,  as  is  sometimes  done  when 
cars  are  lowered  down  an  incline,  a  simple  link  and  pin  or 
a  chain  and  hook  arc  employed  to  fasten  the  cars  together. 

Brakes  are  rarely  required,  and  if  necessary  are  generally 
of  a  very  simple  design.  When  they  are  used  a  small  plat 
form  is  usually  provided  at  the  rear  end  of  the  car  on  which 
a  man  can  ride. 

Cars  which  are  used  on  mine  cages  are  frequently  made 
somewhat  shorter  than  other  cars  and  are  often  provided 
with  attachments  for  clamping  the  car  to  the  cage.  As 
accidental  unlocking  and  dumping  would  be  dangerous,  auto 
matic  dumping  cars  are  preferable  for  cage  service. 

Automatic  rail  clamps  for  holding  the  car  while  it  is  being 
dumped  are  an  additional  safety  device  which  is  often  applied 
and  is  especially  valuable  where  cars  are  dumped  on  a 
trestle. 

Several  modifications  may  be  made  in  the  general  design. 
If  the  rotary  dumping  feature  is  not  desired  the  swivel  base 
can  be  omitted  and  the  car  may  be  end  dumped.  In  some 
places  all  of  the  cars  are  dumped  on  one  side  and  side  dump 
ing  cars  are  used.  For  some  mines  a  very  low  car  is  desired ; 
at  least  six  inches  in  height  can  be  gained  by  omitting  the 
swivel  and  hinge  and  rigidly  fastening  the  body  to  the  truck 
frame.  Cars  of  this  type  arc  dumped  by  tipping  the  body 
and  truck  together  around  the  front  wheel  as  a  fulcrum. 

In  small  mines  and  in  exploration  work,  the  ore  is  fre 
quently  hoisted  in  round  buckets  holding  from  4  cu.  ft.  to  15 
cu.  ft.  For  transporting  the  buckets  a  small  pan  or  bucket 
truck  is  used.  This  has  small  wheels  and  either  a  plain 
square  wooden  top  to  which  the  axles  are  fastened  or  a 


Fig.   57— Bucket   Truck 

framework  of  steel  with  a  steel  plate  pan  on  which  the 
bucket  rests. 

In  large  mines  various  kinds  of  general  purpose  cars,  which 
are  described  elsewhere,  are  used  to  a  greater  or  less  extent 
Among  them  may  be  mentioned  scoop-body  cars,  of  the  usual 
rotary  type  or  single  side  -dumping ;  V-body  dump  cars  of 
the  trunnion,  cradle  or  rocker  type ;  gable  bottom  cars  and 
hopper  bottom  cars. 

As  the  ore  is  mined  it  may  be  dumped  into  receiving 
bins  from  which  it  is  afterwards  transferred  to  hoppers 
at  the  mill.  For  this  purpose  an  end  dumping  car  may 
be  hauled  up  an  incline  by  a  cable  and  automatically 
dumped.  Such  a  car  is  illustrated.  At  the  desired  dump 
ing  point  the  extra  pair  of  rear  wheels  engage  a  dumping 
rail  which  raises  the  rear  end  of  the  car  and  as  the  pull 
on  the  cable  lifts  the  bar  in  front  of  the  hinged  gate,  it 
is  permitted  to  open  and  discharge  the  load.  Instead  of 


INDUSTRIAL  CARS 


611 


the  separate  pair  of  dumping  wheels,  double   tread   wheels 
may  be  used  on  the  rear  axle.     Such   cars  are  usually  of 


Fig.  58 — Inclined  Cable  or  Skip  Car 

from   30   cu.   ft.   to   75   cu.    ft.   capacity   and   for   36   in.   or 
42  in.   track  gage. 

Coal  Mine  Cars 

Xo  matter  where  the  mines  are  located,  cars  will  be 
found  in  use  for  transporting  the  coal  from  the  point 
where  it  is  mined  to  the  surface.  Because  of  the  widely 
varying  conditions  in  different  localities  the  cars  employed 
are  of  many  sizes  and  forms.  In  the  bituminous  coal 
regions  the  majority  of  the  cars  are  of  either  the  single 
or  double  rlare  form,  although  drop  bottom  cars  are  used  to 
some  extent,  particularly  in  the  coke  regions.  Similar 
cars  arc  used  in  the  anthracite  regions  although  many  cars 
of  the  square  box  form  are  also  employed. 

As  the  operating  costs  of  a  mine  will  be  considerably 
affected  by  the  design  of  the  car  selected,  it  is  important 
that  not  only  the  general  type  but  also  the  various  details 
be  given  careful  consideration. 

There  are  no  recognized  standard  designs  for  coal  mine 
cars.  In  fact  it  would  seem  as  though  every  effort  had 


Fig.  59 — Coal  Mine  Car,  Swing  End  Gate 

been  exerted  to  devise  as  many  variations  as  possible  in 
practically  every  detail.  Many  of  these  deviations  are  un 
questionably  not  necessary  and  it  is  to  be  hoped  that  the 
near  future  will  see  a  considerable  advancement  toward 
standardization. 


In  opening  up  new  mines  or  considering  plans  for  the 
improvement  of  existing  mines,  one  of  the  first  points  to  be 
considered  is  what  track  gage  shall  be  adopted.  In  this, 
as  in  other  points,  there  is  a  wide  diversity  of  practice 
which  is  typical  of  the  whole  mining  car  field.  A  recent 
inquiry  showed  that  coal  mine  cars  were  being  ordered  for 
some  25  different  track  gages  ranging  from  18  in.  to  56J/2 
in.  While  no  one  standard  gage  will  meet  all  requirements, 
a  limitation  to  24  in.,  30  in.,  36  in.,  42  in.,  48  in,  and  56'/2 
in.  would  reduce  the  number  to  six,  and  give  sufficient 
variations  to  cover  all  contingencies.  There  has  been 
ruled  a  strung  tendency  lately  toward  the  adoption  of  a 
42  in.  gage  for  all  important  new  work.  The  economy  and 
advantages  of  a  few  standard  gages  in  reducing  the  initial 
cost  of  equipment  and  in  making  it  possible  to  transfer 
cars  and  locomotives  from  one  mine  to  another,  or  to  dis 
pose  of  surplus  rolling  stock,  arc  self-evident. 

Narrow  gage  tracks  are  cheaper  to  construct  and  the 
cars  can  be  more  easily  pushed  around  sharp  curves,  but 
they  are  apt  to  be  rather  top  heavy.  Broad  gage  tracks 
require  a  larger  investment  in  ties,  but  the  cars  have 
greater  stability,  while  the  wear  on  track  and  rolling  stock 
will  be  decreased. 

The  width  of  the  car  is  limited  by  the  width  of  the  entry 
to  the  mine,  which  is  dependent  upon  the  condition  of  the 


Fig.  60 — Coal  Mine  Car,  Lift  End  Gate 

top  and  bottom.  With  a  low  seam  and  a  good  top  a  car  of 
considerable  width  may  be  used.  The  difficulty  is  to  ob 
tain  sufficient  strength  for  that  portion  of  the  body  which 
overhangs  the  wheels.  The  overhang  can.  of  course,  be 
decreased  by  increasing  the  track  gage,  but  this  may  in 
crease  the  cost  of  track  construction  beyond  what  is  deemed 
advisable.  In  some  cases  the  width  of  the  car  has  been  made 
practically  twice  the  track  gage.  , 

The  length  inside  of  the  body  of  coal  mine  cars  is 
ordinarily  from  8  ft.  to  10  ft.  and  the  wheel  base  from  28 
in.  to  32  in.  The  length  and  capacity  could  be  increased 
by  using  a  longer  wheel  base  but  the  objection  to  so 
doing  is  the  greater  difficulty  in  replacing  derailed  cars 
and  the  larger  radius  of  curves  necessary  to  ensure  easy 
running. 

For  low  seams  the  height  of  the  car  is  restricted  to 
narrow  limits.  Some  cars  are  used  whose  height  is  less 
than  20  in.  For  thick  seams  the  height  of  the  car  is  de 
pendent  upon  what  is  the  most  economical  height  for  hand 
shoveling,  if  this  method  of  loading  is  employed.  As  the. 
physical  effort  is  dependent  upon  the  height  to  which  the 
coal  is  to  be  lifted,  it  has  been  found  that  a  man  can 
shovel  considerably  more  coal  per  day  into  low  than  into 
high  cars.  For  this  reason  some  large  operators  will  not 
use  cars  whose  heights  exceed  32  in.  Where  machine 
loading  is  employed  the  height  may  be  as  much  as  48  in., 
or  even  60  in. 


612 


INDUSTRIAL   RAIL   TRANSPORTATION 


INDUSTRIAL  CARS 


613 


The  capacity  of  coal  mining  cars  is  usually  given  in 
cubic  feet,  water  level.  This  can  be  reduced  to  pounds 
by  multiplying  by  50,  the  average  weight  of  a  cubic  foot  of 
loose  coal.  By  topping,  the  capacity  can  be  increased  about 
20  per  cent.  In  size,  cars  range  from  25  cu.  ft.  to  140 
cu.  ft.  capacity,  which  is  equivalent  to  from  1,500  Ib.  to 
8,000  Ib.  of  coal. 

The  loaded  weight  of  a  car  consists  of  from  about  65 
per  cent  to  75  per  cent  coal,  the  balance  representing  the 
light  weight  of  the  car. 

Cars  may  be  of  wood,  steel  or  composite  construction, 
each  of  which  has  certain  advantages  and  disadvantages. 

\Yooden  cars  have  the  advantage  of  low  initial  cost,  can 
be  repaired  at  the  ordinary  mine  shop  by  unskilled  labor 
and  have  a  flexibility  which  makes  them  ride  easily.  They 
do  not,  however,  have  the  durability,  strength  or  capacity 
of  steel  cars  of  the  same  size.  Wooden  cars  are  usually 
built  of  oak,  and  have  bottoms  about  3  in.  thick  and  sides 
\'/2  in.  thick.  Many  operators  find  it  advantageous  to 'pur 
chase  the  trucks  and  iron  parts  and  build  the  cars  at  their 
own  shops. 

Steel  cars  have  about  15  per  cent  greater  capacity  than 


The  majority  of  coal  mine  cars  are  unloaded  by  tipping 
endwise  on  a  cross-over  or  a  horn  dump.  Where  this  is 
done  the  cars  are  provided  with  end  gates  which  may  be 
cither  of  swing  type  and  hung  by  two  or  more  straps  from 


Fig.  61 — Composite  Mine  Car,  Lift  End  Gate 

wooden  cars  of  the  same  size,  or  can  be  built  lower  for 
the  same  capacity  which  is  important  for  thin  veins  and  is 
also  desirable  for  thick  veins  because  of  the  greater  ease 
in  loading.  They  are  also  stronger  than  wooden  cars, 
will  withstand  greater  shocks,  retain  their  shape  better, 
will  not  leak  as  much  coal  and  do  not  require  as  frequent 
repairs.  The  objections  to  their  general  adoption  are  a 
considerable  increase  in  cost,  the  fact  that  repairs  are  not  so 
easily  made  and  often  requires  skilled  labor,  a  lack  of 
flexibility  in  riding  and  rapid  corrosion,  especially  of  the 
bottom. 

To  retain  the  advantages  of  steel  construction  as  far  as 
possible  and  yet  avoid  some  of  the  disadvantages,  cars 
are  frequently  built  with  wooden  bottoms  and  steel  sides, 
especially  in  sizes  over  50  cu.  ft.  capacity  where  rusting 
has  given  more  trouble  than  in  the  very  small  sizes. 

In  all-steel  cars  and  cars  with  steel  sides  and  wooden 
bottoms,  the  side  plates  may  be  made  in  several  ways.  They 
may  be  made  of  single  sheets  bent  to  the  proper  shape, 
but  such  cars  are  difficult  to  repair.  They  may  be  made 
of  two  or  three  pieces,  flanged  and  either  bolted  or 
riveted  together ;  in  the  event  of  the  car  being  damaged  by 
a  wreck  or  a  fall  of  slate  from  the  roof,  the  bolts  can  be 
taken  out  or  the  rivets  removed,  and  the  plates  easily 
straightened.  A  third  method  is  to  make  the  sides  in  two 
or  three  pieces,  flanged  to  overlap  but  not  bolted  or  riveted 
together.  This  arrangement  permits  of  easy  repairs  and, 
should  it  be  advisable,  the  pieces  can  be  shipped  from  the 
manufacturer  in  a  knocked-down  condition  and  easily  as 
sembled  at  the  destination. 


Fig.  62— Steel  Mine  Car,  Lift  End  Gale 

a  crossbar  attached  to  the  top  of  the  front  binder,  or  of 
the  lift  type.  The  latter  type  is  also  standard  at  mines 
using  self-dumping  cages. 

Cars  having  swing  gates  must  be  equipped  with  latches 
which  are  fastened  before  the  cars  are  loaded  and  un 
fastened  as  the  cars  are  dumped.  Many  different  designs  of 
latches  are  in  use  but  a  breakage  or  jarring  in  transit  may 
permit  the  gate  to  open,  spill  the  coal  and  possibly  cause 
a  derailment. 

Lift  gates  are  much  more  reliable  as  the  chances  of 
failure  because  of  breakage  are  insignificant  and  they  can 
not  jar  loose  while  the  cars  are  in  transit.  For  these 
reasons  they  are  preferred  by  many  operators  and  their  use 
has  extended  rapidly  in  recent  years.  Both  lift  and  swing 
gates  have,  however,  one  serious  fault.  As  they  cannot  be 
made  and  kept  tight  they  permit  the  leakage  of  a  certain 
amount  of  fine  coal  which  falls  on  the  haulage-way  and 
is  ground  up  by  the  passing  of  cars,  men  and  animals. 
This  fine  dust  is  carried  by  currents  of  air  and  adds  greatly 
to  the  danger  of  an  explosion,  even  though  the  risk  is 
lessened  by  using  sprinkler  cars  to  keep  the  haulage-way 
damp.  For  this  reason  many  operators  have  abandoned  end 


Fig.  63— Steel  Mine  Car,  Without  Gates 

gates  and  are  now  using  cars  with  solid  ends.  In  such 
places  rotary  dumps  are  required  to  unload  the  cars. 

In  addition  to  tightness  and  freedom  from  leakage,  cars 
without  gates  are  cheaper  to  build,  retain  their  shape  bet 
ter,  cost  less  to  maintain  and  spend  more  of  their  time  in 
service  and  less  in  the  repair  shop.  Indications  all  point 
to  the  steady  increase  in  popularity  of  this  type  of  a  car, 
especially  in  drift  mines. 

In  some  bituminous  coal  mines,  where  there  are  only 
slight  grades  and  where  the  coal  is  in  the  form  of  large 
lumps,  open  end  cars  are  used  and  simple  end  bars  or  lat 
tice  gates  hinged  at  one  side  keep  the  coal  from  jarring 
out  while  in  transit. 


614 


INDUSTRIAL   RAIL   TRANSPORTATION 


Hopper  bottom  coal  cars  as  lias  already  been  stated,  are 
also  used  to  a  certain  extent,  especially  in  the  coke  regions. 
Where  they  are  employed,  a  string  of  cars  may  be  pulled 
out  of  the  mine,  run  over  a  long  bin  and  all  unloaded  at 
one  setting.  This  gives  an  even  distribution  of  coal  through 
out  the  bin  and  makes  unnecessary  the  installation  of  power 
driven  levelers.  Such  cars  are,  however,  somewhat  high 
in  first  cost,  arc  expensive  to  maintain,  will  spill  the  load 
if  the  door  fastenings  break  and  they  are  not  free  from 
leakage  troubles. 

In  open  pit  mining,  gable-bottom  cars  are  employed  to 
a  considerable  extent.  They  are  run  onto  an  elevated 
truck  or  trestle  and  can  be  dumped  by  hand  or  automatical 
ly,  as  desired.  No  dumping  machinery  is  required,  except 
for  a  trip,  if  the  cars  are  dumped  automatically. 

The  method  of  haulage,  whether  by  animal  power,  rope 
or  locomotive,  has  an  important  bearing  on  the  selection 
of  couplings,  bumpers,  bearings,  lubrication,  use  of  draft 
and  bearing  springs  and  other  details. 

Coal  mine  cars  are  generally  equipped  with  continuous 
drawbars,  usually  having  the  ends  enlarged  with  holes 
for  coupling  pins.  In  some  cases  one  end  is  forged  into 
a  hook  and  the  other  end  has  a  coupling  pin  hole  or  is 
turned  over  and  a  permanently  attached  link  inserted. 
Spring  connections  are  also  sometimes  used  on  the  ends 
of  the  drawbars.  If  side  bumpers  are  used  the  drawbars 
are  straight  but  if  center  bumpers  are  used  the  ends  are 
.bent  up  in  order  to  give  room  for  the  coupling  link. 

The  couplings  used  to  connect  cars  equipped  with  draw 
bars  are  commonly  called  hitchings.  These  consist  of  one 
or  more  links  with  separate  coupling  pins,  of  links  with 
clevises  on  one  or  both  ends  or  other  modifications. 

Large  cars,  especially  where  locomotive  haulage  is  used, 
are  generally  equipped  with  spring  drawheads  or  with  au 
tomatic  couplers.  These  reduce  shocks  and  make  the 
starting  of  a  string  of  cars  easier,  but,  of  course,  add  to 
the  initial  expense. 

Where  rotary  dumps  are  employed,  cars  may  be  equipped 
with  swivel  couplers  which  permit  of  dumping  without 
uncoupling. 

Cars  may  be  provided  with  side  bumpers  consisting  of 
projections  on  each  side  of  the  drawbar  or  with  center 
bumpers  consisting  of  single  projections.  Bumpers  are  sub 
jected  to  severe  shocks  and  must  be  strongly  built.  Wooden 
bumpers  have  their  faces  protected  by  steel  plates  or  cast 
iron  blocks  may  be  substituted.  Side  bumpers  sometimes 
interlock  and  cause  derailments.  Center  bumpers  are  free 
from  this  fault  and  add  to  the  life  of  a  car  because  it  is 
not  subjected  to  the  racking  stresses  resulting  from  corner 
bumps. 

Wheels  are  usually  of  cast  iron  chilled  on  the  tread,  al 
though  cast  steel  wheels  are  now  being  used  to  a  consider 
able  extent.  The  production  of  chilled  iron  wheels  requires 
the  proper  equipment,  iron  of  the  right  analysis,  a  knowl 
edge  of  the  best  wheel  foundry  practices  and  careful  super 
vision.  In  steam  railroad  practice  the  importance  of  these 
points  is  so  well  appreciated  that  remarkably  satisfactory 
results  are  obtained  from  chilled  wheels.  Unfortunately, 
these  requirements  have  not  always  received  the  proper  at 
tention  in  foundries  making  wheels  for  industrial  cars, 
with  the  result  that  the  life  or  mileage  of  the  wheels  in 
general  is  much  less  than  it  should  be  and  the  wheels 
are,  at  times,  scored  by  the  action  of  the  brake  shoes. 
Wheels  are  commonly  18  in.  in  diameter,  although  16  in., 
14  in.  and  even  10  in.  wheels  are  used  in  mines  working 
thin  seams. 

Axles  may  be  square  in  the  center  and  rigidly  attached 


to  the  car  body,  in  which  case  the  wheels  are  loose  on  the 
axles.  The  objection  to  this  arrangement  is  that  the  wear 
is  concentrated  on  the  bottom  of  the  journals  and  they  wear 
out  of  round.  Such  axles  were  formerly  extensively  used 
but  have  been  largely  superseded  by  round  axles.  With 
the  latter  all  wheels  may  be  pressed  onto  the  axles  which 
run  loose  in  boxes  attached  to  the  car  body,  but  this  ar 
rangement  is  usually  not  satisfactory  because  of  the  resist 
ance  in  passing  around  the  sharp  curves  which  are  often 
necessary  in  mines.  To  overcome  this  one  of  the  wheels 
on  each  axle  may  be  left  loose  but  it  is  generally  considered 
the  best  practice  to  leave  all  wheels  loose.  This  has  proved 
to  be  economical  and  makes  it  easy  to  take  off  any  wheel. 

Plain  bearings,  self-oiling  have  been  extensively  used  but 
are  being  rapidly  superseded  by  roller  bearings  which  offer 
much  less  frictional  resistance.  In  the  bituminous  coal  fields 
the  rollers  are  usually  placed  in  the  wheel  hub,  the  boxes 
being  inside  of  the  wheels.  In  the  anthracite  region,  how 
ever,  -it  is  quite  customary  to  have  the  journals  outside  of 
the  wheels  and  the  rollers  inside  of  the  bearing  boxes  on 
which  springs  are  mounted. 

At  some  mines  where  the  grades  are  slight,  brakes  are 
not  applied,  the  cars  being  stopped  by  the  insertion 'of  sprags 
in  the  wheels.  Most  cars  are,  however,  equipped  with 
some  kind  of  brake.  In  the  simplest  form,  this  consists  of 
a  wooden  block  between  and  above  the  two  wheels  on  one 
side  of  the  car  and  operated  by  a  lever  on  the  rear  end. 
Instead  of  a  wooden  block  a  band  of  steel  may  be  used 
on  one  or  more  of  the  wheels.  The  best  practice  is  to 
apply  brake  shoes  to  all  of  the  wheels.  For  small  cars  the 
shoes  or  blocks  may  be  wood,  but  for  large  cars  they  should 
be  of  cast  iron.  If  the  brake  shoes  are  above  the  center 
of  the  wheels  precautions  should  be  taken  to  prevent  their 
dragging  against  the  wheels  when  not  in  use.  If  the  brake 
shoes  are  below  the  center  of  the  wheels,  they  will  hang 
free  but  as  there  is  danger  of  their  dropping  down  and 
causing  a  derailment  and  as  the  brake  rigging  is  apt  to  be 
damaged  in  the  event  of  a  derailment,  brake  shoes  are 
usually  placed  above  the  wheels.  In  applying  the  brakes, 
they  should  never  be  set  hard  enough  to  cause  the  wheels 
to  slide  as  the  retarding  effect  is  thereby  decreased  and 
flat  spots  may  be  worn  on  the  wheels.  For  this  reason  the 
use  of  sprags  is  not  good  practice,  although  they  are  used 
to  a  considerable  extent,  especially  in  the  anthracite  region. 

Mill  Cars 

Cars  used  around  steel  plants,  rolling  mills  and  forging 
plants  are  commonly  known  by  the  general  name  of  mill 
cars.  As  the  conditions  in  steel  making  plants,  bar  mills, 
sheet  and  plate  mills,  rod  and  wire  mills,  pipe  and  tube  mills, 
forging  plants  and  other  steel  mills  differ  so  widely  and 
there  is  such  a  diversity  in  the  character  of  products  the 
term  mill  car  covers  a  group  of  cars  of  many  types  and  de 
signs. 

The  track  gages  most  frequently  used  in  steel  mills  are 
24  in.,  36  in.  and  56y2  in. 

Owing  to  the  wide  variations  in  design  no  attempt  will 
be  made  to  more  than  briefly  indicate  the  general  character 
of  the  different  types. 

Platform  Cars.  These  are  used  not  only  in  steel 
mills  but  in  practically  every  industry  and  are  therefore 
general  purpose  cars  and  have  been  already  described.  For 
mill  use  they  may  be  of  the  skeleton  type  or  equipped  with 
steel  tops.  Tilting  platforms  are  also  desirable  in  some 
cases,  for  quick  and  easy  unloading. 

As  platform  and  other  mill  cars  are  in  many  places  fre- 


INDUSTRIAL  CARS 


615 


quently  lifted  by  cranes  they  are  often  fitted  with  links  or 
eyes  at  the  corners  fur  convenience  in  attaching  chains 
and  hooks. 

Ladle  Cars.  These  are  used  in  steel  making  plants 
for  handling  molten  metal  and  slag.  They  are  described 
elsewhere. 

Charging  Box  Cars.  These  cars  are  used  to  carry 
charging  boxes  to  open  hearth  furnaces  where  they  are 
taken  from  the  car  and  emptied  into  the  furnace  by  a 


Fig.  64 — Charging  Box  Car 

charging  machine  such  as  is  described  in  the  chapter  on 
Cranes. 

Charging  box  cars  may  be  constructed  of  structural  steel, 
as  shown  in  the  illustration,  or  of  cast  steel.  They  are 
usually  made  to  hold  three  or  four  boxes  which  requires  a 
platform  length  of  from  6  ft.  to  12  ft.  and  a  width  cor 
responding  to  the  length  of  the  boxes,  which  ranges  from 
4  ft.  to  8  ft.  The  capacity  varies  from  5  tons  to  15  tons. 
The  most  common  track  gages  are  36  in.  and  S6'/>  in. 

Ingot  Mold  Cars.  These  are  a  modified  form  of  plat 
form  cars,  heavily  built  and  of  the  proper  size  to  hold  one 
or  more  ingot  molds. 

Billet  and  Ingot  Cars.  Cars  of  many  different  designs 
are  used  to  transport  billets  and  ingots.  They  may  be  of 
skeleton  construction  or  with  tops  formed  of  rails,  structural 
shapes  or  liars,  running  cither  lengthwise  or  crosswise. 
These  top  bars  may  be  flat  or  turned  up  slightly  at  the  sides 
or  ends  of  the  cars,  dependent  upon  the  shape  of  the 
material  handled  and  the  way  in  which  it  is  loaded. 

Cars  for  Long  Bars  or  Rods.  Cars  used  for  carry 
ing  long  bars  or  rods  are  either  equipped  with  steel  side 
stakes  or  have  the  rails  or  bars  which  form  the  top  turned 
up  for  some  distance,  to  prevent  the  load  from  rolling  off 
as  indicated  in  the  illustration. 

Cars  for  Short  Bars,  Coils  of  Wire,  etc.  When  em 
ployed  in  handling  short  bars  or  billets  for  re-rolling  or 
forging  of  such  a  length  that  they  are  piled  crosswise  on 
the  car,  upturned  ends  are  required.  The  height  of  the 
ends  depends  upon  the  size  of  the  load  to  be  carried.  Such 
cars  are  used  not  only  for  short  bars,  etc.,  but  also  for 
coils  of  wire  and  other  heavy  material. 

Cars  for  Large  Bars  and  Forgings.  For  handling 
large  bars  or  forgings,  such  as  shafting  for  engines  and 
ships,  a  strongly  built  car  with  a  swivel  top  is  often  con 
venient.  If  the  layout  of  the  shop  and  the  location  of  the 
hammers  or  presses  is  such  that  a  swivel  top  is  not  needed, 
a  car  similar  to  the  one  illustrated,  but  without  the  swivel 
top  feature,  can  be  used  instead. 

Annealing  Furnace  Cars.  Annealing  furnace  cars 
are  used  in  steel  mills,  forge  shops,  steel  foundries  and  other 
factories  where  the  annealing  or  heat  treating  of  forgings 
or  castings  forms  a  part  of  the  process  of  manufacture. 


Fig.  65— Billet  or  Ingot  Car 


Fig.  66 — Car  for  Bars  or  RoJs 


Fig.  67 — Car  for  Short  Bars  and  Coils 


Fig.  68— Swivel  Top  Car  for  Forgings 


616 


INDUSTRIAL   RAIL   TRANSPORTATION 


The  general  practice  is  to  cover  the  tops  of  these  cars  with 
fire  brick  and  sand  which  is  held  in  position  by  cast  iron 
angles  around  the  edge.  The  sand  and  brick  provide  an 
insulation  to  avoid  loss  of  heat  and  to  protect  the  under 
side  of  the  car. 

As  these  cars  are  only  moved  the  short  distance  neces 
sary   to   pull   them   in   and   out   of   the    furnace,   the   track 


Fig.  69 — Annealing  Oven   Car 

gage  and  size  of  the  car  can  be  devised  to  suit  the  work. 
Short  cars  may  be  carried  on  two  pairs  of  wheels,  while 
extremely  long  forgings  cars  may  have  as  many  as  eight 
pairs  of  wheels,  or  several  short  cars  may  be  fastened  to 
gether. 

Ladle  Cars 

Ladle  cars  are  used  extensively  for  handling  molten  metals 
and  slag  in  and  around  blast  furnaces,  steel  mills,  iron 
foundries,  steel  foundries  and  smelters.  In  capacity  they 
range  from  a  small  car  holding  a  few  hundred  pounds  to 
one  holding  60  tons  or  more.  Small  cars  are  mounted  on 
four  wheels  and  larger  ones  on  eight  or  twelve  wheels.  In 
order  to  meet  the  many  varied  requirements  there  are  nec 
essarily  wide  differences  in  the  design  as  well  as  in  the  size 
of  ladle  cars.  However,  such  cars  are  naturally  divided 
into  three  groups  according  to  the  general  nature  of  the  in 
dustry  for  which  they  are  adapted. 

Ladle  Cars  for  Foundries.  The  best  method  to  adopt 
for  handling  the  melted  iron  in  foundries  depends  upon  the 
general  character  of  the  work;  the  size  of  the  castings; 
the  shape  and  type  of  the  buildings;  the  type,  size  and  num 
ber  of  cranes  available;  the  number  and  melting  capacity 
of  the  cupolas  or  furnaces,  as  well  as  various  other  less 
important  factors.  In  small  iron  foundries  engaged  on 
light  work  the  molten  metal  may  be  tapped  into  reservoir 
ladles  from  which  it  is  poured  into  the  hand  or  sulky 
ladles  used  for  pouring  the  molds.  Where  very  large  cast 
ings  are  made  a  good  equipment  of  cranes  will  probably 
be  available.  The  iron  will  then  be  tapped  out  into  crane 
ladles  from  which  the  molds  will  be  poured  direct.  In 
some  foundries  which  cover  a  considerable  area,  especially 
those  engaged  in  medium  and  light  work  and  where  the 
buildings  are  not  high,  an  overhead  track  carrier  system 
may  be  the  most  satisfactory.  In  many  foundries,  however, 
there  is  no  method  as  satisfactory  as  a  properly  laid  out  in- 
•  rial  railway  system  which  can  be  used  for  the  trans 
portation  of  sand,  pig  iron,  coke,  castings,  etc.  For  foun 
dries  making  both  large  and  small  castings  a  center  bay 
y  overhead  traveling  cranes  may  be  used  for  the 
work,  the  side  bays  being  used  for  the  lighter  work, 
the  large  castings  may  be  poured  by  crane 
,  while  the  molten  metal  can  be  distributed  to  the 
bays  by  ladle  cars. 

The  track  gage  ordinarily  used  for  industrial  railways 
in  foundries  is  e.ther  18  in.  or  24  in.  although  many  installa- 
gn.  have  been  made  where  21 J*  in.  outside  gage  was  used. 
For  heavy  work  track  gagcs  Qf  ^  .^  %  ^ 

*&A  in.  are  also  used. 


The  ladle  bowls  are  ordinarily  made  of  boiler  plate  and 
are  lined  with  fire  brick  and  clay. 

Small  ladle  cars,  often  called  trucks,  are  usually  built  for 
capacities  of  1,500  lb.,  2,000  Ib.  and  3,000  Ib.  and  occasionally 
for  as  little  as  1,000  lb.  The  practice  in  most  foundries 
is  to  use  ladle  cars  to  carry  the  iron  to  the  different  points 
where  it  is  transferred  to  hand  or  sulky  ladles  for  pouring 
the  molds.  The  cars  may  be  without  gearing  and  with  a 
shank  as  shown  in  the  illustration  although  it  is  generally 
considered  to  be  safer  and  better  practice  to  use  gearing, 
except  possibly  for  the  smallest  sizes. 

If  used  only  as  a  car,  a  bail  is  not  necessary.  In  many 
places,  however,  a  bail  is  at  times  an  advantage  and  is 
frequently  added  and  is,  of  course,  necessary  if  the  car  is 
used  for  transporting  the  molten  iron  and  the  ladle  is  to 
be  lifted  by  a  crane  and  used  to  pour  the  molds  without 
transferring  the  iron  to  hand  or  sulky  ladles. 


Fig.  70— Geared  Ladle  Car 

Geared  ladle  cars  are  made  in  the  same  sizes  as  those 
without  gearing  and  also  in  capacities  up  to  8,000  lb.  with 
out  a  bail,  and  up  to  12,000  lb.  or  even  larger  with  a  bail 
attached.  The  larger  sizes  are  used  only  on  tracks  of  at 
least  30  in.  gage.  When  bails  are  provided,  the  standards 


Fig.  71— Cupola  Slag  Car 

are  so  constructed  that  the  ladle  itself  may  easily  be  lifted 
off  from  the  bearings  and  used  as  a  regular  crane  ladle. 

The  gearing  for  controlling  the  tipping  may  be  of  either 
the  spur  or  worm  geared  type.  Spur  gearing  is  quicker 
acting  but  worm  gearing  is  safer  in  that  the  ladle  is  always 
locked  no  matter  in  what  position,  and  the  rate  of  pouring 


INDUSTRIAL  CARS 


617 


can  be  accurately  controlled.  The  gearing  in  foundry  ladles 
may  be  either  partly  or  fully  enclosed,  the  latter  being  pre 
ferred  by  many  because  of  greater  protection  from  the 
splashing  of  the  molten  metal. 

For  the  handling  of  cupola  slag  some  foundries  use  a  V- 
body  dump  car  lined  with  clay  but  such  cars  used  for  this 
service  do  not  retain  their  shape  very  long.  The  better 
practice  is  to  use  a  car  similar  in  construction  to  a  ladle 
car  for  handling  molten  metal  but  with  a  bowl  of  cast  iron 
and  of  somewhat  different  shape  as  shown  in  the  illustra 
tion.  These  slag  cars  are  ordinarily  made  in  capacities 
from  1,000  Ib.  to  4,000  Ib.  and  for  the  usual  track  gage's. 

Ladle  Cars  for  Furnaces  and  Steel  Making  Plants. 
Ladle  cars  are  extensively  employed  for  the  transporting  of 
hot  metal  and  slag  in  and  around  steel  plants  in  connection 


Fig.   72— Hot  Metal  Car 

with  blast  furnaces,  Bessemer  converters,  mixers  and  open 
hearth  furnaces. 

Hot  metal  ladle  cars  are  of  various  sizes  and  designs. 
They  may  be  carried  on  4,  8  or  12  wheels  and  arranged  for 
lip,  bottom  or  side  pouring.  The  ladle  tilting  apparatus 
employed  and  the  car  haulage  system  adopted  have  an  im 
portant  bearing  on  the  car  design.  Some  cars  are  of  only 
a  few  tons  cc-pacity  while  others  will  hold  as  much  as 
60  tons.  Although  certain  features  are  common,  these 
cars  are  all  of  special  design. 

The  track  gage  is  almost  universally  the  regular  railroad 
standard,  56J/2  in. 

The  larger  cars  are  nearly  always  equipped  with  standard 
automatic  couplers,  substantial  draff  gear  and  air  brakes 
and  conform  to  the  best  railroad  practice. 

At  the  blast  furnace  the  molten  iron  may  be  tapped  out 


As  it  will  be  impossible  to  illustrate  here  even  the  most 
common  designs  of  hut  metal  ladle  cars  only  the  outline 
of  one  65-ton  car  is  shown.  This  particular  car  is  arranged 
for  side  pouring,  a  feature  which  may  or  may  not  be  de 
sired. 

The  slag  from  blast  furnaces,  converters  and  open  hearth 
furnaces  may  be  received  in  slag  pots  mounted  on  standards 
and  lifted  off  by  cranes,  in  slag  boxes  carried  on  cars,  or 
in  slag  pot  cars. 

Cars  used  for  handling  slag  arc  of  many  different  sizes 
and  designs.  Those  illustrated  are  simply  indicative  of 
what  may  be  used  for  the  purpose.  In  many  instances  slag 
is  transported  for  miles  before  it  is  dumped. 

Ladle  Cars  for  Smelters.  Ladle  cars  are  not  ordi 
narily  used  at  copper  and  lead  smelters  for  handling  hot 
metal. 

The  method  of  handling  the  slag  depends  upon  the  size 
of  the  smelter  and  the  surrounding  conditions.  Hand  pots 
are  used  in  small  plants.  Slag  cars,  varying  in  capacity 
from  10  cu.  ft.  to  250  cu.  ft.,  depending  upon  the  size  of  the 
smelter,  are  used  in  larger  plants.  These  cars  may  be 
transported  by  steam  or  electric  locomotives,  or  in  small 
plants  by  horses  and  mules. 

The  car  illustrated  has  a  capacity  of  25  cu.  ft.  and  is 
typical  of  the  design  ordinarily  used  around  medium  size 
plants.  The  bowl  is  round,  of  cast  iron  and  easily  re 
movable  from  the  trunnion  ring  which  is  made  of  steel.  The 
car  is  tipped  by  means  of  a  worm  wheel,  usually  protected 
by  a  guard  which  is  not  shown.  The  frame  is  extended  at 
one  end  to  carry  a  platform  on  which  a  man  can  ride  and 
control  the  brake. 

Small  cars  are  usually  of  very  simple  design.  A  conve 
nient  car  has  a  scoop  shaped  body  mounted  on  a  turntable 


Fig.  73— Slag  Box  Car 

into  ladles  and  poured  into  pigs,  either  sand  or  machine  cast ; 
but  if  the  iron  is  to  be  made  into  steel  it  is  tapped  out 
into  ladle  cars  and  transported  to  the  steel  department  which 
may  be  as  much  as  10  miles  away.  At  the  steel  plant  ladle 
cars  may  be  used  to  transport  the  hot  metal  to  and  from 
the  mixers,  converters  or  open  hearth  furnaces.  The  trans 
fer  ladle  cars  are  sometimes  electrically  operated. 


Fig.  74— Smelter  Slag  Car 

and  may  be  dumped  in  any  direction  by  means  of  an  iron 
bar  placed  in  a  hole  in  a  lug  cast  on  the  back  side. 

Cars  of  from  40  cu.  ft.  to  80  cu.  ft.  capacities  are  usually 
of  the  same  general  type  as  the  25  cu.  ft.  car  illustrated  but 
have  oblong  bowls.  Cars  of  100  cu.  ft.  and  larger  capacities 
often  resemble  those  used  by  the  steel  industry.  The  tilting 
in  such  cars  is  frequently  done  by  means  of  an  air  cylinder 
or  by  an  electric  motor. 

Foundry  Cars 

Industrial  railways  have  for  years  played  so  important 
a  part  in  the  transportation  of  material  around  foundries 
that  it  would  be  difficult  to  find  a  progressive  foundry  of 
any  size  without  some  kind  of  industrial  railway  system. 
As  the  cars  are  used  to  transport  pig  iron,  scrap,  coke, 
sand,  molten  metal,  slag,  castings,  and  refuse,  and  also  for 


618 


INDUSTRIAL   RAIL   TRANSPORTATION 


the  drying  of  cores  and  molds  they  are  necessarily  of  a 
number  of  different  types. 

The  selection  of  the  material  handling  equipment  best 
suited  for  any  foundry  can  intelligently  be  made  only  after 
a  careful  study  of  the  particular  plant.  The  equipment 
may  include  cranes,  overhead  track  carrier  systems,  hoists, 
elevators,  conveyors,  hand  and  power-driven  industrial 
trucks.  Even  though  practically  all  of  these  devices  may 
be  installed,  there  yet  will  remain  in  most  instances  a 
rield  that  can  be  covered  advantageously  only  by  an  indus 
trial  railways  system  and  its  equipment. 

The  track  gage  best  suited  for  most  foundries  where 
the  work  is  not  too  heavy  is  24  in.,  although  many  in 
stallations  have  been  made  where  the  gage  was  18  in.  and 
in  other  places  2\l/>  in.  outside  gage  has  been  adopted. 
lror  places  where  the  work  is  quite  heavy,  30  in.,  36  in., 
or  even  56X>  in.  gage  may  be  advisable. 

Foundry  cars  are  apt  to  be  handled  roughly  and  should 
be  substantially  built.  The  bearings  should  be  well  pro 
tected  from  dust  and  sand  and  preferably  should  be  of  the 
roller  bearing  type. 

Couplings  are  usually  omitted  but  can  be  added  if  local 
conditions  make  their  use  advisable. 

Ladle  cars  for  hot  metal  and  slag  and  such  general  pur 
pose  cars  as  platform  and  V-body  dump  cars  have  already 
been  described. 

Cupola  Charging  Cars.  The  handling  of  the  melting 
stock,  including  pig  iron,  scrap,  sprues,  coke  and  flux  from 
the  yard  to  the  charging  floor  is  almost  universally  done 
in  industrial  cars.  These  differ  in  design  according  to 
the  material  handled  and  the  method  of  charging  used, 
whether  by  hand  or  by  machine.  Unless  local  conditions 
prevent,  raw  materials  should  be  received  on  railroad 
tracks  running  parallel  to  the  foundry,  on  the  cupola  side 


Fig.   75 — Charging   Car   for  Scrap 

and  some  distance  away.  The  space  between  the  tracks 
and  the  buildings  should  be  used  for  a  storage  yard  and 
should  be  served  by  industrial  railway  tracks.  Pig  iron 
should  be  piled  and  scrap  and  coke  unloaded  into  bins. 

Each  charge  should  be  made  up  on  a  car  and  not  handled 
again  until  unloaded  into  the  cupola.  The  cars  most  gen 
erally  used  have  a  capacity  of  two  tons  and  when  equipped 
with  roller  bearings  can  easily  be  pushed  around  on  level 
tracks  by  one  man.  The  mixtures  may  be  weighed  into 
the  car  while  it  is  standing  on  a  scale  platform  or  a  car 
transfer  equipped  with  a  scale  may  be  used  to  carry  the  car 
from  point  to  point  while  the  different  materials  are  added. 
After  the  charge  has  been  made  up  the  car  is  pushed  to  the 
elevator  and  raised  to  the  charging  platform.  The  charging 
floor  should  be  large  enough  and  a  sufficient  number  of 


cars  should  be  provided  to  handle  about  half  of  the  total 
melt.  As  the  cars  are  emptied  they  are  returned  to  the 
yard  for  additional  charges. 

On  the  charging  floor  the  cars  may  be  run  off  the  elevator 
onto  a  car  transfer  and  then  onto  short  transverse  tracks,  or 
the  car  transfer  may  be  dispensed  with  and  a  series  of 
turntables  used  to  distribute  the  cars  onto  the  different  stor 
age  tracks.  The  charging  floor  in  some  foundries  is  made 
of  plates  and  the  tracks  are  omitted.  In  such  cases  the  cars 
are  equipped  with  combination  wheels  having  flat  top  flanges 
so  that  thev  can  be  used  on  both  tracks  and  flat  floors. 


Fig.  76 — Pig  Iron  Car 

Where  charging  is  done  by  hand,  platform  cars  may  be 
used  for  pig  iron  and  scrap.  Charging  cars,  such  as  have 
been  previously  described  and  illustrated,  may  be  used  for 
coke,  sprues  and  gates,  light  scrap  and  flux,  or  any  material 
handled  by  a  shovel  or  a  coke  fork.  A  modified  platform 
car  with  ends  as  illustrated  may  be  used  for  scrap  and  pig 
iron  and  with  the  addition  of  sides  it  can  also  be  used  for 
handling  sand,  castings,  and  other  materials.  It  is  also 
suitable  for  use  with  a  side  dumping  charging  machine. 

A  car  with  a  top  consisting  of  two  bars  or  pieces  of  rail 
spaced  a  proper  distance  apart  to  hold  half  pigs  is  often 
used  for  handling  pig  iron.  This  design  is  recommended 
only  where  the  charging  is  done  by  hand. 

Some  foundries  use  .charging  cars  in  which  most  of  the 
weight  is  carried  on  one  axle  having  relatively  large  wheels, 
the  balance  of  the  weight  being  carried  on  a  pair  of  small 
trailing  wheels  Such  cars  can  run  on  rails  and  can  also 
be  easily  pushed  and  turned  on  smooth  floors.  They  can 
be  pushed  to  the  charging  door  of  the  cupola  and  the  load 
easily  dumped  by  lifting  the  back  end.  While  this  may 
be  done  by  hand  an  overhead  air  hoist  is  generally  pro 
vided  for  the  dumping  operation.  The  car  illustrated  is 
designed  for  handling  pig  iron  and  large  scrap.  For  coke 
and  small  scrap  high  sides  are  added. 

Many  of  the  larger  foundries  are  now  equipped  with 
charging  machines.  Those  of  the  side  dumping  type  con 
sist  of  a  platform  having  a  hinge  on  the  side  toward  the 
charging  door.  The  cars  are  run  onto  the  platform,  locked 
in  place  and  the  platform  is  tilted  by  an  air  cylinder  which 
is  usually  placed  underneath  the  platform. 

Coke  cars  used  with  such  charging  machines  usually 
have  steel  bodies  and  a  side  gate  hinged  at  the  top. 

Cars  for  pig  iron  or  heavy  scrap  generally  have  ends 
only  about  12  in.  high. 

While  the  majority  of  cupola  charging  machines  are  of 
the  side  dumping  type,  end  dumping  machines  are  used 
where  they  are  better  suited  for  the  arrangement  ot  the 


INDUSTRIAL  CARS 


619 


charging  lloor.  In  such  cases  the  cars  are  arranged  for 
end  discharge. 

Oven  Cars  for  Drying  Cores  and  Molds.  As  cores 
differ  widely  in  size,  many  designs  of  core  ovens  are  used 
and  the  method  of  making  and  drying  cores  varies  widely 
in  different  foundries.  For  small  work  the  core  ovens  may 
be  provided  with  a  number  of  individual  swinging  or 
sliding  shelves  or  which  cores  are  placed  and  removed 
by  hand.  In  some  places  the  men  walk  into  the  ovens  and 
carry  tin  cores.  In  the  larger  and  hetter  equipped  foun 
dries  core  oven  cars  arc  very  generally  used.  These  may 
be  of  any  track  gage  and  superstructure  'best  adapted  to  the 
work,  the  ovens  being  built  to  suit  the  cars. 

For  small  cores  many  foundries  use  a  design  similar  to 
the  soft  mud  brick  or  pallet  car  described  under  the  head 
of  dryer  cars. 

To  accommodate  different  kinds  of  cores  adjustable 
brackets  are  convenient.  A  car  equipped  with  such  brackets 
is  illustrated.  Shelf  rods  are  used  on  which  the  core  plates 
air  placed.  If  preferred,  corner  posts  can  be  substituted  for 
center  posts,  and  steel  plates  with  holes  may  be  used  instead 
of  rods. 

For  drying  large  cores  and  also  large  molds  in  connection 
with  dry  sand  work,  cars  of  many  different  gages,  sizes 
and  capacities  arc  required.  As  such  cars  are  only  moved 
for  short  distances  in  and  out  of  the  ovens,  the  track  gage 
may  be  any  dimension  best  suited  for  the  work,  regardless 
of  any  other  standards,  although  56J/>  in.  is  preferable  if 
suitable  for  the  local  conditions.  The  car  shown  is  simply 
typical  of  the  type  and  may  be  modified  as  found  advisable. 
Such  cars  are  sometimes  as  much  as  25  ft.  long  and  IS  ft. 
wide,  or  even  larger  and  have  a  capacity  of  30  tons  or  more. 
Four  wheels  are  used  for  most  cars,  although  six  wheels 
are  advisable  for  the  longer  cars. 

Cars  of  the  same  general  type  are  sometimes  used  for 
transporting  heavy  castings.  They  are  also  used  for  an 
nealing  purposes  and  for  large  japanning  work. 

Self-Propelled    Cars 

Many  types  of  industrial  cars  are  equipped  with  motors 
and  made  self-propelling  where  conditions  are  such  as  to 
make  their  use  advisable.  They  are  generally  electrically 
operated  by  current  received  from  a  trolley,  a  third  rail 
or  from  a  storage  battery,  although  gasoline  engines  are 
sometimes  employed.  Some  of  the  places  in  which  they 
have  been  found  to  be  economically  advantageous  are  at 
boiler  houses  for  bringing  in  coal  and  hauling  away  ashes, 
at  fertiliser  works,  at  glass  factories  for  handling  batches, 
at  blast  furnaces  and  other  places  where  considerable 
quantities  of  materials  are  moved  and  a  single  operative 
unit  is  preferable  to  train  operation.  Self-propelled  cars 
may  also  be  used  for  a  certain  amount  of  switching  and 
for  hauling  other  cars. 

Transfer  cars  used  at  blast  furnaces  and  at  some  coal 
shipping  terminals  are  frequently  of  very  large  capacity 
and  handle  more  material  in  a  single  load  than  any  other 
form  of  car. 

Larries 

The  term  larry  is  usually  limited  to  certain  transfer, 
gathering  or  mixing  cars  used  in  boiler  houses,  at  glass 
works,  furnaces  and  smelters.  They  are  self-propelled  with 
but  few  exceptions,  are  commonly  equipped  with  scales  and 
may  run  either  on  surface  or  overhead  tracks. 

In  boiler  houses  they  are  used  to  transfer  coal  from  over 
head  bunkers  to  stoker  magazines.  They  have  a  suspended 


Fig.   77—Coke   Charging  Car 


Fig.    78 — Pig    Charging    Car,    Balanced    Type 


Fig.  79 — Heavy  Type  Oven  Car 


Fig.   80  -Small  Core   Oven    Car 


620 


INDUSTRIAL   RAIL  TRANSPORTATION 


INDUSTRIAL  CARS 


621 


hopper,  run  on  broad  gage  elevated  tracks  and  are  usually 
provided  with  scales,  often  of  the  self-recording  type.  Such 
larries  are  referred  to  and  are  illustrated  in  that  section 
of  this  book  devoted  to  the  handling  of  coal  at  boiler  houses. 


the  rear  end  of  the  car  continues  to  travel  up  the  incline. 
The  rear  wheels  are  usually  of  double  the  ordinary  width, 
and  at  the  dumping  point  the  extended  portion  of  these 
wheels  runs  onto  another  set  of  tracks.  Such  an  arrange- 


Muniiif    l!a!tiT\    I'latt'iirin    I  '.:ir 

At  Mast  furnaces  and  smelting  plants,  larries  are  used 
to  gather  the  proper  quantities  of  coke,  ore,  limestone  and 
other  materials  used  in  a  mixture  and  to  transfer  them  from 
the  various  stock  bins  to  the  skip  hoist  which  elevates  them 
to  the  furnace  top.  They  may  he  run  on  surface  tracks 
or  overhead  tracks  resembling  those  used  for  crane  run 
ways. 

At   glass  works  they  travel  from  bin  to  bin  and  gather 


Fig.  64  -Skip  Car 


and  weigh  sand,  lime,  ground  cullet  and  other  materials. 
These  cars  may  transfer  the  material  collected  to  a  sta 
tionary  mixer  or  they  may  be  equipped  with  rotary 
mixers  for  mixing  the  batch  while  in  transit. 


Skip   Cars 


Cars  used  on  skip  hoists  at  blast  furnaces,  boiler  houses, 
quarries,  mines,  sand,  gravel  and  clay  pits  and  other 
places  where  incline  work  is  necessary  are  hoisted  by  a 
cable  attached  to  a  bale  and  are  dumped  automatically. 
Dumping  is  accomplished  by  allowing  the  front  wheels  of 
the  car  to  run  in  on  a  horizontal  section  of  the  track  while 


Trolley    Type    Gable    Bottom    Car 


ment  is  shown  in  the  skip  car  which  is  illustrated  in  I'ig.  64. 
In  other  cases  all  four  wheels  are  alike  and  an  extra  pair 


Blast    Furnace    Skip    Car 

of  wheels  is  provided  at  the  rear.     A  skip  car  of  this  type 
is  described  and  illustrated  under  the  head  of  ore  mine  cars. 


622 


INDUSTRIAL   RAIL   TRANSPORTATION 


Some  Types  of  Industrial  Steam  Locomotives 


Industrial  Locomotives 


As  THE  LENGTH  of  the  haul,  the  weight  of  the  articles 
moved  and  the  amount  of  the  material  handled  in 
creases,  a  point  is  reached  where  it  is  not  econom 
ically  profitable  to  push  individual  cars  by  hand.  Under 
certain  conditions  cars  may  be  coupled  together  and  hauled 
by  animal  power,  but  even  in  mines  and  on  plantations  where 
such  an  arrangement  has  been  used  extensively  the  tendency 
is  to  displace  animal  power  by  some  form  of  mechanical 
haulage.  Except  for  very  small  operations,  the  resultant  in 
crease  in  sprrd  and  capacity  and  the  decrease  in  operating 
costs,  number  of  men  and  cars  required,  will  make  such 
a  change  advisable. 

For  moving  either  individual  cars,  or  trains  of  cars,  be 
tween  points  not  too  far  apart,  and  particularly  where  such 
points  are  of  fixed  location,  some  form  of  cable  haulage 
may  prove  to  be  the  most  satisfactory  means  that  can  be 
adopted.  Such  haulage  may  be  on  the  level,  up  or  down 
inclines  and  on  straight  or  curved  tracks.  Cable  haulage 
is  extensively  used  in  mines  and  quarries.  Automatic  rail 
ways  as  well  as  cable  railways  are  also  frequently  cm- 
ployed  in  unloading  and  storing  coal,  ore,  crushed  stone, 
fertilizer  and  other  bulk  material. 

Individual  self-propelled  cars  furnish  a  means  for  quickly 
and  economically  moving  certain  materials  and  have-  been 
found  useful  around  many  manufacturing  and  warehousing 
establishments.  They  are  extremely  flexible  in  their  opera 
tion  and  when  of  sufficient  weight  and  power  may  lie  used 
as  locomotives  for  switching  purposes  or  for  hauling  trains 
of  industrial  cars. 

An  examination  of  the  surrounding  conditions  having 
shown  that  the  use  of  locomotives  is  advisable,  a  careful 
investigation  should  then  be  made  to  determine  the  type, 
size  and  number  of  locomotives  to  best  meet  such  condi 
tions  and  lo  provide  for  possible  future  changes  and  ex 
tensions.  There  are  steam,  fireless,  compressed  air,  com 
bustion  engine,  storage  battery,  trolley  and  third  rail  electric 
locomotives  from  which  a  choice  may  be  made.  Each  of 
these  types  are  available  in  many  different  sizes  and  designs. 
While  there  are  certain  places  in  which  anyone  of  several 
types  might  be  used  satisfactorily,  each  one  has  been  devel 
oped  to  meet  certain  requirements  and  is  best  adapted  to 
such  a  field. 

Steam  Locomotives 

These  have  been  used  longer  than  any  other  type,  have  a 
wider  field  of  usefulness  and  are  more  independent  and 
flexible  in  their  operation.  Supplies  of  fuel  and  water  can 
be  provided  for  easily,  at  convenient  points. 

Any  kind  of  coal,  wood  or  oil  may  be  used  for  fuel,  de 
pendent  upon  the  ease  and  certainty  with  which  it  can  be 
procured,  the  relative  cost  and  the  comparative  convenience 
in  handling. 

Design 

In  order  to  enable  a  builder  to  recommend  the  locomotive 
which  will  most  satisfactorily  meet  the  conditions,  the  fol 
lowing  information  should  be  supplied : 

1.  Track:   Gage  (the  perpendicular  distance  between  heads 
of  rails  measured  on  straight  track),  weight  of  rail  (pounds 
per  yard),  ties  (kind,  size,  distance  between  centers),  ground 
and  ballasting. 

2.  Layout   of   Road :   Length   of   road   or   haul,   grades 
(maximum    grade   and    its    length    against    the    load,   also 
with    the    load    together    with    data    relative    to    average 


grades),  curves  (radius,  length  and  if  on  grade  or  level), 
turntables  (length),  fuel  and  water  stations  (location  and 
distance  apart). 

3.  Traffic :  Material    handled,    amount   per    day,    speeds, 
number  of  cars  in  train  (loaded  and  empty). 

4.  Cars :    Types,  weight  empty,   weight  of  load  carried, 
wheels    (loose    or    tight    on    axles),    journals     (oil    boxes, 
grease  or  roller  bearing),  couplings  (style,  height  of  center 
above  top  of  rail). 

5.  Clearance  limitations   (height  and  width,   if  any). 

6.  Fuel    and    Water    (kind    of    fuel    and    characteristics 
of  water). 

7.  Suggestions    and    preferences    relative   to   design   and 
details. 

No  attempt  can  be  made  in  this  connection  to  even  refer 
to  many  points  of  detail  design  which  might  well  be  con 
sidered  when  looking  over  specifications  of  locomotive 
boilers  and  running  gear.  However,  a  few  points  in  con 
nection  with  details  of  design  will  be  mentioned  very 
briefly. 

Cylinders  are  usually  placed  outside  of  the  frames  on 
account  of  simplicity  and  greater  accessibility,  and  this 
practice  should  be  followed  unless  clearance  limitations  as 
to  width  requires  them  to  be  placed  between  the  frames. 

Stephenson  valve  motion  is  generally  used  on  most  types 
of  industrial  locomotives.  This  is  a  very  simple  valve 
motion,  but  on  account  of  its  location  between  the  frames 
has  been  superseded  to  a  large  extent  by  the  Walschaerts 
outside  gear  for  large  locomotives  having  three  or  more 
pairs  of  driving  wheels. 

The  number  of  driving  wheels  is  increased  in  order 
better  to  distribute  the  weight  along  the  track.  However, 
the  wheel  base  must  necessarily  be  kept  quite  short  if  the 
curves  are  sharp,  and  this  may  prevent  the  use  of  more 
than  two  pairs  of  drivers. 

On  narrow  gage  tracks,  especially  where  there  are  many 
curves,  the  center  of  gravity  should  be  kept  low  in  order 
to  decrease  the  danger  of  derailment  and  overturning. 

The  front  end  and  stack,  as  well  as  the  fire-box,  should 
be  adapted  to  the  kind  of  fuel  used.  lror  coal  fuel,  a 
tapered  stack  with  high  exhaust  nozzles  and  an  extended 
front  end  containing  a  baffle  plate  and  steel  wire  netting 
are  commonly  used.  A  diamond  stack  with  wire  netting 
in  the  stack,  low  exhaust  nozzles,  a  petticoat  pipe  and  a 
short  front  end  are  now  rarely  used.  For  soft  and 
pitchy  woods  the  large  balloon-shaped  stack  with  a 
spiral  cone  is  the  safest  design.  For  hard  wood  the  sun 
flower  stack  with  netting  across  the  top  and  an  inside  cast 
iron  cone  are  usually  provided. 

Couplers  may  consist  of  a  single,  double  or  triple  pocket 
draw-head,  a  hook,  a  forged  drawbar,  a  M.  C.  B.  pivoted 
coupler  of  full,  three-quarter  or  half  size  or  some  special 
type. 

The  water  tank  may  be  carried  on  a  separate  tender 
mounted  on  four,  six  or  eight  wheels,  or  it  may  be  in 
the  form  of  a  saddle  tank  over  the  boiler,  two  side  tanks 
alongside  of  the  boiler  or  rear  tanks. 

Two  injectors  are  ordinarily  supplied  for  feeding  water 
to  the  boiler,  although  a  reciprocating  pump  may  be  sub 
stituted  for  one  of  the  injectors  if  so  desired.  A  steam 
syphon  may  be  added  for  filling  the  tanks  from  ponds  or 
streams. 

Superheaters  are  sometimes  advisable,  especially  where 
fuel  is  expensive. 


623 


624 


INDUSTRIAL   RAIL   TRANSPORTATION 


INDUSTRIAL   LOCOMOTIVES 


625 


Chemical  Plant 


Sugar  Central 


Brick   Plant 


Manufacturing    Plant 


Coal   Mining 


Coal   Mining 


Road   Construction  Switching 

Typical  Applications  of  Gasoline  Locomotives 


626 


INDUSTRIAL   RAIL   TRANSPORTATION 


Locomotives  may  be  equipped  with  hand  brakes,  or  with 
steam,  vacuum  or  air  operated  power  brakes.  When  used 
to  haul  heavy  cars  or  long  trains  for  logging,  construction 
or  other  work  they  should  be  equipped  with  the  necessary 
air  brake  apparatus  for  handling  the  brake  on  the  cars. 

Capacity 

The  rule  which  is  commonly  used  to  obtain  the  tractive 
force  of  a  locomotive  is  to  multiply  the  square  of  the 
diameter  of  the  cylinder  in  inches  by  the  stroke  in  inches, 
multiply  again  by  85  per  cent  of  the  boiler  pressure  in 
pounds  per  square  inch,  and  then  divide  the  result  by  the 
diameter  of  the  driving  wheels  in  inches. 

The  tractive  force  and  the  draw-bar  pull  are  often  taken 
to  mean  the  same  thing  but  the  tractive  force  includes  the 
power  required  to  move  the  locomotive  and  tender  as  well 
as  to  pull  the  train.  The  actual  draw-liar  pull  is  therefore, 
always  less  than  the  tractive  force.  In  calculations  of 
haulage  capacity,  the  power  required  to  move  the  loco 
motive  itself  should  always  be  considered. 

The  hauling  capacity  may  be  calculated  by  deducting 
from  the  tractive  force  the  resistance  required  by  the  loco 
motive  to  handle  itself— and  tender,  if  any— and  then  divide 
the  remainder,  which  is  the  draw-bar  pull,  by  the  sum  of 
the  rates  of  resistance  of  gravity  and  rolling  friction 
assumed  for  the  cars. 

The  resistance  of  gravity  due  to  grades  is  usually  ex 
pressed  in  pounds  per  ton.  The  grade  should  be  stated 
in  per  cent  or  number  of  feet  rise  in  100  ft.  The  resist 
ance  will  be  2,000  Ib.  multiplied  by  the  per  cent  of  grade. 
Thus,  for  a  2  per  cent  grade  the  resistance  is  40  Ib.  per  ton. 

The  resistance  of  rcliing  friction  due  to  wheel  flanges 
and  journals  varies  with  the  character  of  the  rolling  stock 
and  the  condition  of  the  track.  For  locomotives  this  can 
be  taken  at  approximately  8  Ib.  per  ton.  For  extra  good 
cars  and  track  it  may  be  as  low  as  5  Ib.  per  ton,  for 
reasonably  good  conditions,  10  Ib.  per  ton  and  for  poor  cars 
and  bad  track  conditions  as  high  as  SO  Ib.  or  more  per  ton. 

The  resistance  due  to  curves  is  considerable  and  also 
extremely  variable.  This  resistance  is  increased  as  the 
radius  is  decreased  and  is  so  dependent  upon  the  wheel 
base  and  other  factors  that  no  general  formula  can  be 
given.  It  can  be  somewhat  reduced  by  widening  the  gage 
of  the  track  on  curves  and  by  elevating  the  outer  rail. 

Operation 

The  care  and  maintenance  of  locomotives  as  well  as 
their  running  should  be  intrusted  to  as  competent  men  as 
possible.  A  few  general  precautions  may  not  be  out  of 
place  in  this  connection. 

The  feed  water  should  be  as  pure  as  possible.  River  and 
pond  water  is  generally  preferable  to  spring  or  well  water. 
Muddy  water  or  that  contaminated  by  sewerage  or  drain 
age  from  mines  should  be  avoided.  Even  clear  water  may 
contain  salts  or  acids  in  solution  which  are  injurious  to 
the  boiler.  Muddy  and  impure  waters  cause  deposits  of 
scale  or  mud  which  decrease  the  efficiency  or  result  in 
corrosion  and  leaks.  Under  certain  conditions  it  may  be 
advisable  to  treat  the  water  with  suitable  chemicals. 
Boilers  should  be  washed  out  every  month  or  oftener  if 
conditions  require. 

Boilers  should  be  heated  and  cooled  slowly.  If  used 
only  part  of  the  time,  the  fire  should  be  banked  when  not 
in  use  and  ash  pan  and  fire  doors  kept  closed.  Such 
precautions  will  minimize  the  danger  of  leaky  flues. 

Leaky  stay  bolts  or  flues  should  be  repaired  promptly. 
Lost  motion  due  to  wear  should  not  be  allowed  to  accum 


ulate    in    bearings    or    in    driving    box    wedges.      Pedestal 
braces  and  all  bolts  should  be  kept  tight. 

Geared  Locomotives 

For  use  on  the  steep  grades,  sharp  curves,  uneven  track, 
light  rails  and  bridges  frequently  found  in  lumbering 
operations,  coal  mines,  clay  banks,  stone  quarries  and  many 
other  industrial  enterprises,  geared  locomotives  are  better 
adapted  than  ordinary  direct  connected  steam  locomotives. 
Such  locomotives  are  ordinarily  mounted  on  two  or  more 
four-wheel  center-bearing  or  swiveling  trucks.  All  wheels 
are  geared  and  act  as  drivers. 

One  of  the  best  known  types  has  vertical  cylinders  on 
the  right  hand  side  which  drive  a  horizontal  shaft.  The 
power  is  transmitted  through  flexible  couplings  to  pinion 
shafts  provided  with  bevel  gears  meshing  into  gears  at 
tached  to  all  wheels  on  that  side  of  the  locomotive.  Each 
truck  is  thus  free  to  adjust  itself  to  the  curves  and  irreg 
ularities  of  the  track.  This  construction  furnishes  the 
shortest  possible  rigid  wheel  base  and  the  longest  possible 
flexible  wheel  base.  The  boiler  is  offset  to  the  left  to 
compensate  for  the  weight  of  the  driving  machinery. 

Another  type  employs  a  central  shaft  driven  by  inclined 
cylinders  at  right  angles  to  the  center  line  of  the  track. 
This  shaft  is  connected  by  flexible  couplings  and  bevel 
gearing  to  one  axle  in  each  truck,  the  other  axle  being 
driven  by  side  rods  connecting  the  two  pairs  of  wheels. 

A  third  type  uses  inclined  cylinders  parallel  to  the 
center  line  of  the  track  which  drive  a  cross  crank  shaft 
equipped  with  a  master  gear  which  transmits  the  power 
to  the  longitudinal  center  shaft.  This  shaft  is  connected 
by  bevel  gearing  to  each  of  the  truck  axles. 

These  geared  locomotives  are  restricted  to  slow  speeds, 
commonly  from  six  to  twelve  miles  per  hour.  On  heavy 
grades  they  are  able  to  haul  about  twice  as  heavy  a  load 
as  direct  connected  locomotives  of  the  same  weight. 

Another  type  of  geared  locomotives  resembles  an  ordinary 
locomotive  in  general  appearance,  but  the  cylinders  are 
connected  to  a  transverse  crank  shaft  back  of  the  rear  pair 
of  drivers.  This  shaft  is  connected  by  a  single  spur 
pinion  to  a  gear  on  the  rear  axle.  Two  or  three  pairs  of 
drivers  are  used  and  they  are  connected  by  side  rods  in 
the  usual  manner.  The  wheel  base  is  short.  Such  loco 
motives  are  adapted  for  industrial  switching  around  sharp 
curves  and  for  use  on  the  rough  track  used  in  construction 
work.  They  have  high  tractive  power  and  can  be  operated 
at  higher  speeds  than  other  types  of  geared  locomotives. 

Fireless  Locomotives 

These  employ  the  usual  steam  cylinders  and  running  gear 
of  an  ordinary  locomotive  but  instead  of  a  boiler  and  fire 
box  are  equipped  w'th  a  well  insulated  storage  tank.  This 
tank  is  charged  with  steam  and  hot  water  from  a  sta 
tionary  plant.  As  the  steam  is  drawn  off  and  used  in  the 
cylinders  at  reduced  pressure,  the  water  gradually  evap 
orates  and  maintains  the  steam  supply.  When  the  storage 
pressure  falls  to  the  cylinders'  working  pressure,  the  tank 
should  be  recharged. 

The  higher  the  pressure  to  which  the  locomotive  is 
charged  the  longer  it  will  work.  One  charge  to  a  pressure 
of  from  100  Ib.  to  180  Ib.  is  usually  sufficient  for  from 
two  to  live  hours  work.  The  cylinder  pressure  is  usually 
about  60  Ib. 

Eireless  locomotives  are  adopted  for  use  around  powder 
works,  lumber  yards,  creosoting  plants,  cotton  and  textile 
mills,  sugar  central  refineries  and  other  extra  hazardous 


INDUSTRIAL   LOCOMOTIVES 


627 


locations  where  it  is  desirable  to  eliminate  sparks  and  smoke 
and  where  the  hauls  are  not  of  too  great  a  length. 

Fireless  locomotives  eliminate  tire  risks,  reduce  insurance 
rates,  are  easy  to  operate,  can  be  left  without  attention, 
cannot  be  damaged  by  low  water  and  cost  but  little  for 
maintenance. 

Compressed  Air  Locomotives 

These  locomotives  consist  of  a  storage  reservoir  for 
carrying  a  supply  of  compressed  air  under  a  high  pressure, 
a  regulating  valve  for  maintaining  a  uniform  reduced 
pressure  in  an  auxiliary  reservoir  from  which  the  air  is 
taken  for  operation,  together  with  suitable  control  valves, 
cylinders  and  running  gear  somewhat  similar  to  those  on  a 
steam  locomotive. 

A  central  station  with  air  compressors,  stationary  stor 
age  and  charging  connections  is  also  a  necessary  part  of 
the  system. 

The  cost  of  equipment  for  the  central  station  and  for 
the  locomotives  will  ordinarily  he  more  than  double  as 
much  as  for  steam  locomotives  or  about  as  much  as  for 
an  installation  of  electric  locomotives  with  a  central  power 
station,  generators,  trolley  wires,  bonded  rails,  etc. 

As  an  offset  to  the  increased  cost,  compressed  air  loco 
motives  have  certain  definite  advantages  which  may  make 
their  use  advisable.  They  insure  absolute  protection  against 
lire  or  an  explosion  due  to  sparks,  flame  or  heat  caused 
by  steam  locomotives.  The  exhaust  consists  of  pure  air 
and  cannot  contaminate  the  atmosphere,  blacken  walls  or 
soil  fabrics  or  raw  materials  in  textile  or  paper  mills. 

Considerable  ecc  nomy  has  been  obtained  by  using  two 
stage  expansion  engines. 

Compressed  air  locomotives  arc  used  mainly  around 
powder  works,  textile  mills  and  certain  copper,  bituminous 
and  anthracite  coal  mines. 

Combustion  Engine  Locomotives 

These  are  usually  driven  by  gasoline  engines,  although 
kerosene  oil  engines  arc  scmctimes  used.  Such  locomo 
tives  have  been  so  perfected  that  they  are  now  available 
in  many  different  sizes  and  designs  which  adapt  them  to  a 
wide  range  of  conditions. 

They  possess  the  advantages  of  being  an  economical 
type  to  install  and  operate  as  they  are  self-contained  power 
units,  requiring  no  central  power  station,  overhead  wiring, 
bonding  or  rails,  charging  station  or  extensive  pipe  lines. 
They  are  particularly  adapted  for  use  in  localities  where 
water  is  scarce,  the  cost  of  coal  or  electricity  is  high  and 
in  isolated  places  without  power  supply.  They  are  in 
common  use  around  many  industrial  plants,  plantations, 
mines,  quarries,  brick  yards,  cement  works,  fertilizer  works, 
smelting  plants,  construction  work,  lumber  mills  and  for 
light  switching  around  railroad  yards. 

Electric  Locomotives 

There  are  two  general  classes  of  electric  locomotives. 
In  the  first  the  power  is  taken  from  a  trolley  or  from  a 
third  rail.  In  the  second  class  the  power  is  supplied  from 
a  storage  battery.  Some  locomotives  are  so  arranged  that 
they  can  either  take  power  from  a  trolley  or  third  rail, 
if  that  is  accessible,  or  they  may  be  shifted  to  battery 
power  and  operate  where  outside  current  is  not  available. 

Electric  locomotives  are  best  adapted  for  use  where 
electric  current  can  be  economically  generated,  where  traffic 
is  heavy  and  where  the  length  of  hauls  is  not  too  great. 


They  are  frequently  used  around  manufacturing  plants, 
steel  plants,  ship  yards,  brick  yards,  cement  factories, 
quarries  and  also  in  mines  and  tunnels. 

They  are  simply  and  easily  controlled,  can  be  operated 
by  one  man,  use  power  only  when  in  actual  operation,  are 
ready  for  use  at  any  time,  require  attention  only  when  in 
use  and  can  be  operated  inside  buildings  and  in  places 
where  the  smoke,  exhaust  and  fire  risk  of  a  steam  loco 
motive  would  be  objectionable. 

They  are  more  expensive  than  steam  locomotives  and 
cannot  be  used  in  places  where  there  is  no  suitable  central 
power  plant  but  they  are  not  as  independent  and  flexible 
in  operation  as  steam  locomotives  or  as  well  adapted  for 
limited  traffic.  They,  however,  are  capable  of  exerting  a 
large  momentary  overload,  can  be  used  on  heavy  grades, 
exert  a  continuous  tractive  effort  and  have  a  large  starting 
power. 

Trolley  and  Third-Rail  Locomotives 

These  are  available  in  many  types  and  sizes.  They  are 
arranged  to  operate  on  direct  current  of  250  volts  or  600 
volts  tension.  Alternating  current  is  very  rarely  used  for 
operating  industrial  electric  locomotives.  Double  trolleys 
and  a  complete  wire  circuit  are  often  employed. 

In  coal  mines  both  haulage  and  gathering  locomotives 
are  employed.  The  latter  type  is  equipped  with  a  motor 
driven  conductor-cable-reel  which  allows  the  locomotive  to 
run  into  rooms  on  temporary  tracks.  The  conductor  cable 
is  attached  to  the  trolley  wire  in  the  main  haulage  way 
and  is  automatically  paid  out  as  the  locomotive  runs  into 
the  room  and  is  rewound  as  the  locomotive  returns. 

Storage  Battery  Locomotives 

These  are  extensively  used  in  mines  and  around  indus 
trial  manufacturing  plants,  and  have  the  advantage  of  a 
flexibility  of  operation  not  possessed  by  locomotives  oper 
ated  by  current  taken  from  a  trolley  or  third-rail.  They 
are  decidedly  preferable  for  use  inside  of  buildings  as  there 
is  no  danger  of  shock  from  exposed  conductors.  They 
require  a  charging  station  but  as  the  charging  can  ordinar 
ily  be  done  during  the  not  n  hour  and  at  night  there  is, 
ordinarily,  no  lost  time  during  the  charging  period. 

Storage  battery  locomotives  are  furnished  in  sizes  rang 
ing  from  4  tons  to  50  tons  in  weight  and  of  many  different 
designs  to  meet  various  conditions. 

They  are  operated  on  battery  currents  of  85  volts.  170 
volts  and  200  volts. 

Articulated  locomotives  are  employed  where  curves  arc 
sharp  and  a  heavy  draw-bar  pull  is  desired.  Such  loco 
motives  have  a  short,  rigid  wheel  base  and  a  long  flexible 
wheel  base.  They  are  available  in  either  trolley  or  storage 
battery  types. 

Rack  Locomotives 

In  hilly  mines  and  occasionally  in  other  places  there  are 
portions  of  the  road  which  are  too  steep  for  the  use  of 
ordinary  traction  locomotives  and  where  it  is  not  desirable 
to  install  chain  car  hauls  or  inclined  plane  cable  hauls. 
To  meet  these  conditions  a  rack  is  installed  in  the  center 
of  the  track  and  the  locomotive  is  equipped  with  a  power 
driven  gear  which  meshes  into  the  rack. 

For  mine  use  the  rack  locomotives  are  of  electric  type 
and  are  frequently  of  the  combination  form,  that  is,  they 
may  operate  either  as  ordinary  traction  locomotives  or  as 
rack  locomotives  dependent  upon  conditions.  They  are 
used  in  places  where  the  grades  are  as  high  as  15  per  cent. 


628 


INDUSTRIAL   RAIL   TRANSPORTATION 


Fireless  Locomotive 


Compressed   Air  Locomotive 


Electric  Locomotive:   Coal  Mining 


Electric  Locomotive;   Swing  Gate  Type   Cars 


Storage  Battery  Electric  Locomotive  and  Train 


Fleet   of  Electric   Mine   Locomotives 


An  Exceptionally  Heavy   Electric  Mine   Locomotiv 


Rocky  Mountain  Type  Ore  Cars 


Track 


THE  IMPORTANCE  of  the  selection  of  the  proper  type  of  a 
railway  to  meet  the  existing  conditions,  the  necessity 
of  care  in  the  layout  of  the  system  and  the  need  of 
judgment  in  the  selection  of  cars  and  locomotives  have 
already  been  mentioned.  Success  in  the  operation  of  the 
rolling  stock  depends  in  a  large  measure  upon  the  choice  of 
track  details  and  also  the  manner  in  which  they  are  installed. 
Some  of  the  points  which  should  be  borne  in  mind  are  the 
nature  of  the  road  bed,  the  amount  of  grading  and  character 
of  ballasting  which  are  warranted,  whether  the  installation 
is  to  be  permanent  or  only  temporary,  whether  the  tracks 
are  to  be  out  of  doors  dV  inside  buildings,  the  track  gage, 
the  weight  and  wheel  base  of  loaded  cars,  the  weight  of 
the  locomotives  and  the  distribution  of  the  weight  on  the 
drivers,  the  running  speed  and  the  amount  of  traffic. 

As  good  a  road  bed  as  possible  should  be  provided  to 
secure  the  best  operating  results  and  to  reduce  the  de 
railments  to  a  minimum.  The  keeping  of  the  track  in 
proper  alinement  and  of  the  right  gage  will  decrease  the 
wear  on  rolling  stock  and  permit  of  the  use  of  higher  speeds 
with  safety.  An  apparent  saving  obtained  by  a  neglect  of 
track  maintenance  may  result  in  annoying  delays,  in  dam 
age  due  to  cars  leaving  the  rails  and  possibly  in  injury  to 
workmen. 

The  different  track  devices  can  best  be  considered  by 
Inking  up  each  one  separately  and  showing  briefly  the 
functions  and  essentials  of  such  details  as  rails,  ties,  turn 
tables,  etc. 

Track  Gage.  This  is  the  first  detail  to  be  decided.  The 
subject  has  already  been  considered  in  describing  the  dif 
ferent  types  of  railways,  cars  and  locomotives  but  it  may 
be  well  to  repeat  that  light  railways  around  industrial  and 
power  plants  are  usually  of  24  in.  gage  although  2\l/z  in. 
outside  gage  (for  wheels  with  flanges  on  the  outside  of  the 
tracks)  is  used  to  a  considerable  extent;  that  24  in.  and 
36  in.  gages  are  common  in  construction  and  plantation 
work  and  that  gages  from  18  in.  to  561/.  in.  are  used  in 
mining'  with  a  strong  tendency  toward  the  adoption  of 
42  in.  for  the  larger  coal  mining  operations.  Many  odd 
gages  have  been  used  in  the  past  and  a  number  of  such 
gaged  roads  are  still  in  operation,  particularly  in  the  min 
ing  field.  There  would  appear  to  be  no  good  reason,  how 
ever,  for  the  use  of  anything  except  18  in.,  24  in.,  30  in., 
36  in.,  42  in.,  or  56yi  in.  gage  for  new  construction,  with 
the  possible  exception  of  a  few  cases  where  20  in.  or  48 
in.  gage  appear  to  be  warranted. 

Rails.  Steel  rails  are  designated  by  their  weight  per 
yard.  Those  most  commonly  used  for  industrial  railways 
weigh  12  lb.,  16  lb.,  20  lb.,  25  lb.,  and  30  Ib.  per  yard. 
Occasionally  14  lb.  rails  are  used  and  for  very  light  con 
struction  8  lb.  and  10  lb.  rails  are  common.  For  heavier 
work  50  lb.  or  60  lb.  rails  may  be  used,  while  around  steel 
mills  and  large  manufacturing  plants  the  rails  required 
may  be  considerably  heavier  than  60  lb. 

Various  rail  sections  have  been  used  from  time  to  time 
by  different  mills,  but  those  rolled  at  the  present  time  are 
usually  of  either  the  A.  S.  C.  E.  or  the  A.  R.  A.  standard. 
The  former  is  more  commonly  used  for  the  lighter  sections 
and  is  the  one  used  for  the  accompanying  table  of  dimen 
sions.  The  A.  R.  A.  standard  rails  have  a  slightly 
greater  height  and  a  narrower  base  and  head  than  the 
A.  S.  C.  E.  rails. 

When   ordering   rails,    and    the    standard    section    is    not 


known,  a  sketch  should  be  furnished  or  the  height,  width 
of  base  and  width  of  head  should  be  stated ;  also  the  drill 
ing  dimensions  for  the  joint. 


—  F--4-  —  G  ----  -H 


DIMENSIONS  OF  STANDARD  A. 

S.  C.   E.   RAIL 

SECTIONS 

Weight 

I.b.  Per  Yd. 

A 

B 

C 

r>          E 

F 

G 

a 

1  A 

1  fg 

13 

5/32            '/, 

2 

4 

10 

l  ^ 

1  ^ 

H 

3/16            y, 

2 

4 

12 

2 

2 

1 

3/16            M 

2 

4 

14 

2  j'g 

2A 

l  jij 

1/4              i$ 

2 

4 

16 

2v£ 
78 

2fj 

1    11/64 

7/32            H 

2 

4 

2O 

2r1> 

1H 

1/4              M 

2 

4 

25 

2^4 

2$ 

19/64             S4 

2 

4 

30 

3  14 

3  J^ 

H* 

21/64            )i 

2 

4 

35 

3  A 

3f? 

23/64            y^ 

2 

4 

40 

1  ?^ 

25/64         .   ^ 

5 

45 

3H 

3tt 

2 

27/64            H 

2^4 

5 

50 

374 

2'/^ 

7/16          1 

2S4 

5 

55 

4A 

2'/, 

15/32          1 

5 

60 

4-4 

4  ',4 

2ti 

31/64          1 

2!4 

5 

The  standard  lengths  for  rails  8  lb.  to  45  lb.  per  yard 
are  30  ft.  with  10  per  cent  of  rails  shorter,  but  not  less 
than  20  ft.  The  standard  lengths  for  rails  50  lb.  per  yard 
and  heavier  are  33  ft.  with  10  per  cent  of  rails  shorter,  but 
not  less  than  24  ft.  Rails  8  lb.  to  45  lb.  per  yard  may  be 
obtained  in  all  30  ft.  lengths  and  rails  50  lb.  per  yard  and 
heavier  in  all  33  ft.  lengths  if  so  specified,  but  in  such  cases 
there  is  a  slight  increase  in  cost.  Mill  lengths  are  usually 
sold  at  a  lower  figure  than  standard  lengths.  For  such  rails, 
the  length  varies  usually  between  20  ft.  and  30  ft.,  averag 
ing  about  26  ft.  For  portable  track  the  rail  lengths  are 
usually  15  ft. 

Rail  Joints.  Two  types  of  joints,  known  respectively 
as  fish  plates  and  angle  bars,  are  in  general  use.  They  are 


also  called  plain  splice  bars  and  angle  splice  bars.  Fish 
plates  are  regularly  used  with  rails  8  lb.  to  25  lb.  per  yard 
and  may  be  used  with  heavier  rails.  Angle  bars  are 
stiffer  and  therefore  preferable  for  rails  30  lb.  per  yard 
and  heavier. 

As  there  have  been  considerable  differences  in  the  drill 
ing  of  rails   by  different  manufacturers,   a   sketch   similar 


h 


..a-— b— — a— 


k 


to  the  one  shown   herewith   should  be  made,  properly  di 
mensioned   and   furnished   with   all   orders   for   rail   joints. 


629 


630 


INDUSTRIAL   RAIL   TRANSPORTATION 


TRACK 


631 


The  following  table  will  be  helpful  in  selecting  the  size 
of  rails  to  use  under  different  conditions : 

MAXIMUM    WHEEL    PRESSURE    IN    POUNDS 
Tie    Spacing,   Inches 


Rail  Serlion, 
Pounds 
20 

8 
1,140 

12 
2,200 

16 

3,550 

20 
4,970 

25 
6,390 

30 
8,340 

35 
10,540 

40 
12,781) 

24   

950 

''1,830 

2.950 

4,140 

5,320 

6,950 

8,200 

10,650 

JO  

760 

1,460 

2,360 

3,310 

4,260 

5,560 

6,700 

8,520 

36..  . 

630 

1  ,220 

1,970 

2,760 

3,550 

4,630 

5,820 

7,100 

Compromise  or  step  joints  are  required  for  joining  rails 
of  different  sections.  To  obtain  the  proper  designation  one- 
should  stand  in  the  center  of  the  track  facing  the  joint 
and  take  the  size  of  the  left  hand  rail,  then  the  size  of 
right  hand  rail. 

Track  Bolts.  Rail  joints  are  furnished  either  with  or 
without  track  bolts,  if  purchased  separately  the  following 
table  will  be  of  assistance  in  estimating  requirements: 


Kail  Secticn, 
Pounds 
8-10 
12-14-16 
20 
25 

30-35 
40-45 
5O-55 
60 


Size  Holt 


!/i  x2 


Mx3 


Weight, 

Number  Per 

I.I).  Per  Toint 

Keg,  200  Lh. 

0.38 

2,116 

0.865 

1,012 

0.91 

964 

0.97 

915 

1.74 

505 

2.66 

.102 

2.90 

291 

3.12 

281 

Ties.  Wooden  ties  are  generally  used  for  permanent 
tracks  and  may  be  used  for  temporary  tracks  provided 
they  can  be  readily  obtained  and  at  an  economical  price. 
For  ordinary  conditions  they  are  spaced  about  2  ft.  apart 
but  for  heavy  service  or  where  the  ground  conditions  are 
poor,  the  ties  may  be  spaced  closer  together  with  ad 
vantages. 

Steel  ties  are  used  practically  universally  with  portable 
tracks  and  are  also  extensively  used  for  permanent  in 
stallations.  They  are  mainly  of  three  general  types  :  rolled 
steel  of  a  channel  shape;  rolled  steel  of  a  corrugated  shape 
and  pressed  steel  of  a  dished  shape.  For  light  service 


\ 


Some  Tie  Sections  for  Portable  Track 

and  light  rails  the  channel  form  is  frequently  chosen, 
although  the  corrugated  form  has  a  somewhat  greater 
bearing  area.  Either  of  the  rolled  steel  ties  are  satisfactory 
when  set  in  concrete.  The  pressed  steel  tie  of  a  dished 
shape  is  the  most  satisfactory  type  for  general  conditions. 
The  dished  form  with  ends  as  well  as  sides  flanged,  pre 
vents  the  road  bed  material  from  shifting  and  consequently 
holds  the  track  in  better  alinement. 

Some  manufacturers  are  prepared  to  furnish  gal 
vanized  ties  if  desired.  Experience  thus  far  obtained  would 
indicate  that  the  additional  expense  was  well  worth  while. 

Rivets  or  tee-head  bolts  and  clips  may  be  used  for 
attaching  steel  ties  to  the  rails  although  other  forms  of 
bolts  and  clamps  are  also  used.  In  some  cases  the  ties  are 
attached  to  the  track  by  welding.  This  is  said  to  give 
good  satisfaction  in  service  but  does  not  permit  the  track 
to  be  taken  apart  for  long  distance  shipment ;  neither  can 
it  be  repaired  easily  at  outlying  points. 

Spikes.  For  fastening  the  rails  to  wooden  ties,  spikes 
are  used.  The  size  is  designated  by  the  length  under  the 
head  measured  in  inches  and  the  size  of  the  square  stock 


from  which  the  spikes  are  made.  Those  ordinarily  used 
for  industrial  trucks  range  in  size  from  2l/>  in.  by  5/16  in. 
(2,200  pieces  per  200  Ib.  keg)  used  for  rails  weighing  up 
to  10  Hi.  per  yard  to  6  in.  by  9/16  in.  (320  per  200  Ib.  keg) 
used  fur  rails  weighing  45  Ib.  or  more  per  yard. 

Screw  spikes  or  tirefonds  are  sometimes  used  instead 
of  the  ordinary  drive  spikes. 

Rail  Braces.  For  supporting  rails  at  switches  and  on 
curves,  rail  braces  are  employed.  They  are  made  of  mal 
leable  iron  or  of  pressed  steel  and  of  different  sizes  and 
shapes  to  suit  different  rail  sections  and  conditions. 

Tie  Plates.  Malleable  iron  tie  plates  placed  between  the 
rail  and  wooden  ties  materially  decrease  the  tendency 
of  the  rail  to  cut  into  the  tie  and  correspondingly  increase 
the  life  of  the  tie.  Tie  plates  are  rarely  used  for  rails 
weighing  less  than  20  Ib.  per  yard  and  are  not  employed 
where  wheel  loads  and  traffic  are  light. 

Switches.  Stub  switches  made  with  square  rail  ends 
are  sometimes  used  but  they  have  been  largely  superseded 


Kijiht   Hand   Switch   and    Portable   Track 

by  split  switches  with  planed  tapered  points  which  are 
safer,  more  durable  and  eliminate  the  pounding  which 
takes  place  when  cars  pass  over  stub  switches.  They 
are  furnished  in  sets  consisting  of  a  pair  of  points  with 
tie  bars  and  sliding  plates.  Kail  braces  are  also  frequently 
included.  The  points  are  usually  furnished  straight 
throughout  their  entire  length  so  that  they  can  be  used 
lor  either  right  or  left-hand  switches.  One  tie  bar  is 
sufficient  for  points  5  ft.  long  while  four  bars  are  used 
with  points  15  ft.  long.  Spring  tie  bars  can  be  obtained 
if  they  are  desired. 

Orders  for  switch  points  should  always  specify  the 
track  gage,  the  size  of  the  rail  and  radius  of  curve.  The 
radius  of  switch  curves  frequently  used  for  permanent 
industrial  tracks  are  115  ft.  for  24  in.  gage,  150  ft.  for 
30  in.  gage  and  165  ft.  for  36  in.  gage,  although  much 
sharper  curves  are  frequently  employed. 

Complete  switches  for  portable  track  include  the  movable 
points ;  the  frog ;  all  necessary  straight,  curved  and  inter 
mediate  rails ;  tie  rods ;  guard  rails  and  ties  riveted 
together  ready  to  lay  down.  The  curves  on  such  tracks 
are  frequently  of  12  ft.  or  15  ft.  radius  for  the  narrower 
gages  and  frequently  30  ft.  for  other  gages. 

Switches  may  be  right  hand,  left  hand,  symmetrical  two 
way  or  three  way. 

Climbers  or  inclines  may  be  used  to  divert  cars  from 
a  permanent  track  to  a  portable  line.  Two  sets  of  climb 
ers  with  a  section  of  straight  track  afford  a  temporary 
crossing  over  another  line  of  tracks.  Two  sets  of  climliers 
with  curved  track  may  be  used  as  a  combination  cross 
over  and  switch.  These  devices  have  to  be  removed  to 
permit  cars  to  pass  on  the  main  line.  This  may  be  over 
come  by  the  use  of  two  inclines  attached  to  a  portable 
switch. 

Frogs.  Three  types  of  frogs  are  in  common  use.  In 
the  first  form  the  sections  of  rail  are  riveted  to  a  steel 


632 


INDUSTRIAL   RAIL   TRANSPORTATION 


base  plate.  In  the  second  form,  used  for  heavier  sizes 
only,  the  sections  of  rail  are  held  together  by  bolts  passing 
horizontally  through  the  rails  and  filler  blocks.  The  third 
form  is  cast  in  one  piece,  usually  of  manganese  steel,  and 
on  account  of  its  durability  is  economical  for  mines  and 
other  places  where  the  traffic  is  heavy. 

Frogs  are  designated  by  a  number  denoting  the  ratio 
of  the  length  to  the  spread.  Referring  to  the  diagram, 
the  frog  member  will  be  the  result  of  dividing  the  length 
L  by  the  sum  of  spread  H  at  the  heel  plus  the  spread  T 


at  the  toe.  For  example :  if  the  length  L  is  88  in.  the 
spread  H  is  15  in.  and  the  spread  T  is  7  in.  the  number  of 
the  frog  is  4.  It  should  be  noted  that  H  is  measured 
between  the  outside  edges  of  the  rail  head  and  T  between 
the  inside  edges,  both  being  gage  sides. 

Ground  Throws  and  Switch  Stands.  In  some  cases, 
particularly  where  cast  plate  track  is  used,  the  switch 
point  is  thrown  by  foot  or  by  a  plain  bar.  However,  in 
most  cases,  the  switch  is  operated  by  means  of  a  ground 
throw.  The  simplest  form  consists  of  a  lever,  frequently 
with  a  weighted  end,  and  a  connecting  rod  for  operating 
the  switch  points,  the  movement  of  the  lever  being  at  right 
angles  to  the  center  line  of  the  track.  By  using  a  bell 


Ground     Throw 

crank  the  movement  of  the   throw   will  be  parallel  to  the 
track. 

A  low  switch  stand  with  a  target  may  be  added  to  the 
ground  throw  or  a  higher  stand  with  a  lever  may  be  used 
instead.  The  shaft  is  usually  extended  above  the  target 


Switch   Stand 

and  made  square  so  that  a  lantern  may  be  used  if  desired. 

Spring  connecting  rods  may  be  used  in  connection  with 

ground  thrown   or  switch   stands.     Their   use   is  often   de- 

•  irable,   as   they   permit   a    car    to   trail    through   a    switch 

being   derailed,   even    when   the    switch   is   not   set 

for  such  a  movement  of  the  car. 

Crossings.     The>e  are  constructed  similarly  to  frogs. 

For  medium  service,  the  sections  of  rail  are  riveted  to  a 

steel   base   plate,   while   for   heavy   service   the   crossing   is 

It  up  and  bolted  together  with  suitable  guard  rails  and 

fillers. 


Curves.  For  industrial  railway  work,  curves  are  usually 
designed  by  their  radius.  For  standard  gage  tracks  and 
for  heavy  work  the  ordinary  railroad  practice  may  be 
followed  and  curvature  designated  by  the  degrees  of 
deflection  from  a  tangent  measured  from  stations  100  ft. 
apart. 

Derails.  In  many  places  derails  are  placed  on  side 
tracks  in  order  to  derail  and  stop  a  car  should  it  start 
to  roll  onto  the  main  line.  They  consist  of  a  steel  casting 
so  shaped  that  the  flange  of  the  wheel  will  roll  up  onto 
it  and  pass  over  the  rail.  When  a  clear  track  is  desired 
they  may  be  swung  back  out  of  the  way. 

Portable  Track.  For  construction  work  and  other  tem 
porary  installations,  portable  track  is  particularly  useful 
as  it  can  be  quickly  laid  down  and  readily  changed  to  new 
locations.  If  such  track  is  not  for  export  or  to  be  trans 
ported  for  long  distances  by  rail,  the  'usual  practice  is  to 
rivet  together  the  rails  and  ties.  Where  cost  of  transpor 
tation  and  compactness  in  shipment  are  important,  the 
track  and  the  ties  may  be  bolted  together  and  taken  apart 
for  shipment. 

Portable   track   is   usually   made   up   in   standard   lengths 


Turntable,    Crossover    and    Switch 

of  15  ft.,  although  lengths  of  30  ft.  are  used  for  track  of 
the  lighter  sections. 

Switches  and  curves  are  also  made  up  in  interchange 
able  standard  units. 

Cast  Plate  Track.  For  use  in  boiler  rooms,  machine 
shops  and  other  places  where  a  smooth  and  easily  cleaned 
floor  and  one  that  will  not  interfere  with  other  traffic  is 
desirable,  cast  plate  track  is  frequently  used. 

Such  track  is  made  up  in  standard  straight  and  curved 
sections ;  90  deg.,  60  deg.,  and  45  deg.  crossings  and 
switches.  Such  track  is  usually  set  in  concrete  and  laid 
flush  with  the  floor.  The  surface  is  checkered  to  prevent 
slipping. 

Turntables.  Many  designs  have  been  made  for  cast 
iron  and  steel  turntables.  Their  use  is  desirable  in 
cramped  quarters,  as  they  require  less  floor  space  than 
switches  and  curves. 

Transfers.  For  moving  cars  from  one  track  to  other 
parallel  tracks  a  car  transfer  is  conveniently  employed. 
The  cars  used  for  making  such  transfers  are  described 
and  illustrated  in  that  section  of  this  book  describing  the 
different  types  of  cars. 

Track  Tools.  For  laying  and  maintaining  track  a  num 
ber  of  standard  tools  are  practically  essential.  Those  or 
dinarily  required  are  picks  (plain,  tamping  and  mattocks), 
shovels  (round  points,  square  point  and  tamping),  axes 
(regular,  double  edge  and  adz),  crow  bars,  pinch  bars, 
tamping  bars,  spike  pullers,  sledge  hammers,  spike  mauls, 
cold  chisels,  track  winches,  rail  forks  and  carrying  tongs ; 
also  track  gages  and  track  levels.  Other  tools  which  are 
needed  for  roads  of  considerable  size  are  track  jacks,  rail 
saws,  rail  drills  and  rail  benders. 


HANDLING  SYSTEMS 


Modern  Methods  of  Handling  and  Storing  Coal 


at 


Mines,     Storage    Points,     Boiler    Houses,     Coal    Yards, 

Locomotive  Coaling  Stations,  Coaling  and 

Loading  Vessels, 

and 

Methods  of  Handling  and  Preparing  Sand,  Gravel, 

Stone  and  Lime. 


By 

HENRY  J.  EDSALL 


Modern  Methods  of  Handling  and  Storing  Coal 


T11K     INIirsTKIKS     OK     THE     PKKSKNT     DAY     are     IllOTC     de 
pendent  upon  coal  than  upon  any  other  commodity. 
The    amounts    handled    are    enormous.     The    meth 
ods    of    handling    and    storing    it    are,    therefore,    of    the 
greatest   importance.     Coal  is   the  most   important  item  of 
freight  which  lias  to  be  handled  by  rail  and  by  water.     Un 
doubtedly  the  greatest  factor  in  expediting  its  handling  and 
in  eliminating  delays  to  the  carriers  is  modern  coal  handling 
machinery. 

Systems  of  storing  coal,  by  making  it  possible  to  handle 
the  coal  to  and  from  storage  at  a  very  low  cost,  are  of 
great  value  in  stabilizing  the  rate  of  output  in  the  coal  in 
dustry  and  also  in  enabling  transportation  companies  to 
utilize  their  equipment  to  much  better  advantage,  avoiding 
an  overtax  at  one  time  and  more  or  Jess  idleness  at  another. 
The  amounts  of  coal  loaded  at  the  shipping  points  are 
large,  so  that  considerable  investment  in  handling  and  stor 
ing  equipment  is  justified  and  the  saving  of  a  small  amount 
in  the  cost  of  handling  each  ton  means  a  large  total  saving. 
Coal  shipments,  however,  are  distributed  among  a  great 
number  of  consignees,  a  large  percentage  of  whom  receive 
only  comparatively  small  amounts,  so  that  the  investment 
justified  for  handling  facilities  at  receiving  points  is  apt  to 
be  much  less  than  at  shipping  points  where  larger  amounts 
arc  handled.  In  either  case,  however,  the  facilities  should 
be  such  as  to  avoid  excessive  labor  costs  and  delays  to  the 
carriers. 


The  initial  handling  of  coal  is  at  the  mine  where  it  may 
be  stored  or  loaded  direct  to  a  railroad  car.  Before  ship 
ment  it  may  pass  through  a  breaker  or  a  preparation  plant, 
after  which  it  is  forwarded  to  the  ultimate  consumer,  pos 
sibly  passing  through  the  hands  of  a  dealer  where  it  may 
be  stored  for  a  certain  length  of  time,  or  it  may  rest  in  a 
central  storage  plant  until  later  on  when  the  demand  is 
greater.  Sometimes  it  is  transferred  several  times  from  one 
carrier  to  another  before  it  reaches  its  destination.  There 
are,  therefore,  a  number  of  different  handlings  and  trans 
fers  to  be  accomplished  before  the  coal  finally  reaches  the 
consumer,  necessitating  various  types  of  handling  equip 
ment. 

The  mine  car  in  any  of  its  several  forms  is  the  primary 
handling  device  used  in  coal  mining.  Drag  chain  conveyors 
and  several  types  of  shoveling  machines  are  used  for  load 
ing  the  coal  into  the  car  which  ordinarily  is  taken  to  a 
tipple  at  the  mouth  of  the  mine  for  unloading. 

Elevators  or  mine  cages  are  ordinarily  used  in  shaft  min 
ing  for  moving  the  car  from  the  mine  to  the  tipple.  Cable- 
railways,  chain  car-hauls,  locomotives — both  electric  and 
compressed  air — are  also  largely  used  in  the  movement  of 
the  cars.  Where  it  is  not  desirable  to  move  the  car  direct 
to  the  tipple  the  coal  is  discharged  into  skip  hoists  or  con 
veyors  for  transfer  to  the  mouth  of  the  mine. 

Mine  cars,  locomotives,  car-hauls,  cages,  etc.,  are  treated 
in  detail  in  other  sections  of  this  book. 


Preparation  Plants  for  Coal 


Some  of  the  more  important  essentials  of  separation 
plants,  or  tipples  follow  : 

(1)  A  satisfactory  method  of  handling  and  dumping  the 
loaded  mine  cars,  and  of  taking  care  of  empties. 

(2)  A  satisfactory  transfer  of  the  coal  from  the  dumping 
point  to  the  tipple  where  it  is  not  feasible  to  dump 
the  cars  at  the  proper  point  for  direct  delivery  to  the 
preparation  system. 

(3)  An   arrangement   of   picking  tables,   screens,   transfer 
conveyors   and    refuse   conveyors   which   will   provide 
for  the  desired  preparation  and  mixing  of  the  coal, 
and  the  disposal  of  refuse. 

(4)  The  proper  devices  to  load  the  various  sizes  or  com 
binations  of  sizes   into    the    railroad    cars    with    the 
minimum  amount  of  breakage. 

(5)  An  arrangement  of  railroad  tracks  which  will  provide 
for  the  easy  and  rapid  handling  of  empty  and  loaded 
railroad   cars,   starting  with   the  dividing  up  of  the 
train  of  empty  cars,  and  finishing  with  the  making  up 
of  a  train  of  loaded  cars. 

The  standard  cross-over  dump.  Fig.  1,  for  handling  and 
dumping  mine  cars  is  the  usual  method.  The  loaded  cars 
are  brought  to  the  dumping  point  in  trains,  are  uncoupled 
as  they  go  over  a  hump  or  knuckle,  and  start  down  a 
slight  incline  to  the  dump.  Each  car  is  caught  by  two 
horns,  or  stops,  and  the  dump  is  tripped  by  an  operator 
so  that  the  car  is  tilted  and  the  coal  dumped  out.  As  the 


car  rights  itself,  the  stops  are  held  down  until  it  passes 
over  and  runs  up  to  the  kick-back,  which  sends  it  back  and 
through  a  switch  to  another  track.  It  can  then  be  allowed 
to  run  on  down  by  gravity ;  or  it  may  be  lowered  with  a 
car  haul  if  the  dumping  point  is  at  a  higher  level  than  that 
at  which  the  trains  of  empties  are  made  up ;  or,  if  it  is 
necessary  to  take  them  up  hill,  this  can  be  done  with  a 
similar  car  haul. 

Rotary  mine  car  dumps,  which  may  be  operated  by 
gravity  or  power,  are  also  used.  This  type  permits  the  use 
of  solid  end  cars,  and  is  arranged  so  that  the  horizontal 
track  receiving  the  cars  comes  in  line  with  tipple  floor. 
In  the  gravity  type,  Fig.  2,  after  a  car  has  been  run  onto 
the  dump,  the  band  brake  which  holds  the  dump  in  position 
is  released  and  the  weight  of  the  car  and  its  load  is  heavy 
enough  to  cause  rotation.  A  counterweight  provided  at  the 
bottom  causes  the  dump  to  return  to  its  normal  position 
after  the  car  is  emptied. 

The  power-operated  rotary  dumps  are  controlled  by 
means  of  a  lever  which  is  manipulated  by  an  attendant,  and 
operates  as  an  eccentric  block,  which  throws  out  an  au 
tomatic  stop,  at  the  same  time  lowering  the  rings  of  the 
dump  on  a  constantly  rotating  trunnion.  The  lever  is  im 
mediately  released  by  the  operator  after  the  car  latch  is 
tripped,  and  the  dump  makes  a  complete  revolution,  turn 
ing  the  car  over,  pouring  the  coal  out  and  returning  to  the 
original  position  ;  here  it  comes  against  the  automatic  stop 
in  such  a  way  that  the  large  rings  of  the  dump  are  but  a 


635 


HANDLING  AND   STORING  COAL 

w 


PREPARATION    PLANTS 


637 


fraction  of  an  inch  away  from  the  rotating  trunnion.  After 
the  operator  trips  the  dump,  a  complete  cycle  is  made  with 
out  further  attention. 

Where  it  is  desired  to  take  the  mine  cars  from  a  lower 
level  up  on  In  the  dumping  point  of  the  tipple,  it  is  fre 
quently  done  by  means  of  a  car  haul  which  pushes  the 
loaded  cars  up  an  incline  as  shown  in  Fig.  3.  After  they 
are  dumped  they  automatically  pass  over  to  the  down  haul, 
which  lowers  them  to  the  foot  of  the  incline. 

In  many  cases  when  'he  coal  is  to  be  elevated  into  the 
preparation  plants,  it  is  dumped  from  the  mine  car,  and 
is  lifted  by  an  inclined  apron  conveyor  or  flight  conveyor. 
Where  the  mouth  of  the  mine  is  above  the  preparation 
plant,  the  coal  is  usually  lowered  by  a  retarding  conveyor, 
either  a  double-strand  chain  flight  conveyor,  or  a  cable 
conveyor.  Sometimes  the  coal  is  lowered  down  the  hill 
side  by  means  of  monitors  that  are  similar  to  double- 
balanced  skip  hoists,  which  are  raised  and  lowered  with 
a  double  cable  haul,  so  arranged  that  the  two  monitors 
balance  each  other,  and  as  one  goes  up  the  other  goes  down. 

The  most  usual  device  for  screening  the  coal  is  a  shaking 
screen,  such  as  is  shown  in  Fig.  4.  This  is  hung  on  ad 
justable  hanger  rods,  and  the  shaking  motion  is  imparted 
to  it  by  an  eccentric  connected  to  the  screen  by  means  of 
a  wooden  eccentric  rod.  The  screen  plates  are  of  the  lip 
screen  type,  with  slotted  holes  a  little  wider  at  the  lower 
end,  a  slight  drop  in  the  screen  at  the  lower  end  of  each 
row  of  slots.  This  makes  the  screen  self-cleaning;  that  is, 
it  keeps  the  holes  from  becoming  clogged  with  coal  and 
refuse,  and  allows  the  free  passage  of  undersized  material. 

The  most  effective  picking  table  is  the  corrugated  apron 
conveyor,  on  which  the  coal  is  carried  slowly  along  past 
the  pickers  so  that  the  refuse  can  easily  be  removed.  To 
insure  effective  picking,  it  is  necessary  first  to  remove  the 
slack  and  small  coal,  so  that  it  will  not  cover  up  and  hide 
the  refuse.  The  material  is  usually,  therefore,  first  screened 
into  several  sizes,  and  the  different  sizes  are  carried  by 
separate  picking  tables,  or  by  the  two  sides  of  one  picking 
table,  so  that  the  different  sizes  can  be  picked  separately. 
In  some  cases  the  coal  is  screened  in  such  a  manner  that 
the  fine  coal  is  deposited  first  on  the  picking  table,  and  the 
larger  coal  is  deposited  on  top  of  it  so  that  it  can  be  in 
spected  and  picked. 

The  refuse  is  usually  dropped  into  chutes  leading  to  a 
flight  conveyor,  or  to  a  drag  chain  conveyor;  that  is,  a 
wide  chain  which  slides  in  a  steel  or  cast  iron  trough, 
and  pushes  the  material  along  with  it  without  the  use  of 
any  flights  or  other  attachments.  The  refuse  can  then  be 
delivered  to  a  bin  for  removal  by  cars,  or  it  may  be  de 
livered  direct  to  a  car. 

After  the  coal  is  screened  and  picked,  it  is  delivered  either 
in  the  separate  sizes  to  railroad  cars  on  various  tracks,  or 
certain  sizes  are  first  combined  with  others  by  means  of 
chutes,  transfer  conveyors,  or  a  combination  of  the  two. 
The  smaller  sizes  are  delivered  to  the  cars  by  means  of 
chutes,  but  as  this  method  is  apt  to  cause  excessive  break 
age  of  the  larger  sizes,  loading  booms  are  substituted  for 
chutes  when  loading  the  larger  sizes  in  the  best  modern 
tipples.  A  loading  boom  is  simply  a  hinged  end  of  an 
apron  conveyor,  which  can  be  raised  and  lowered,  usually 
by  means  of  an  electric  hoist,  so  that  the  coal  may  be 
deposited  in  the  car  with  a  minimum  amount  of  drop,  and 
therefore  a  minimum  amount  of  breakage. 

The  railroad  tracks  should  be  so  arranged  that  the  train 
of  empties  can  easily  be  broken  up  and  delivered  to  the 
tracks  under  the  tipple,  and  there  should  be  room  cm  each 
track  for  at  least  one  empty  car  directly  back  of  the  one 


being  loaded,  so  that  it  can  take  its  place  without  delay. 
The  tracks  usually  have  a  sufficient  grade  to  allow  the 
cars  to  drop  down  quickly  by  gravity;  they  are  held  back 
by  a  cable  lowering  device  which  is  operated  by  one  of 
the  attendants  who  takes  care  of  the  proper  filling  of  the 
cars.  The  tracks  come  together  again  on  the  other  side 
of  the  tipple  so  that  the  cars  may  be  passed  over  a  scale 
and  be  weighed,  and  then  be  made  up  into  trains. 

A  simple  and  comparatively  inexpensive  tipple  is  shown 
in  Fig.  5.  There  are  no  shaking  screens  and  only  one  apron 
conveyor  which  also  serves  as  a  picking  table.  The  coal 
is  delivered  from  the  dump  hopper  to  a  section  of  lip 
screen  by  a  short  apron  feeder.  The  fine  coal  falls  from 
the  screen  onto  the  apron  conveyor  at  a  point  back  of 
where  the  lump  is  deposited,  thus  bringing  the  larger  coal 
on  top,  so  that  it  can  be  picked  properly.  The  apron  con 
veyor  takes  the  coal  up  an  incline  to  the  proper  level,  and 
then  along  a  horizontal  length  where  the  picking  is  done. 
The  coal  is  then  delivered  over  a  bar  screen,  the  large  coal 
going  over  the  end  of  the  screen  into  a  chute  with  a 
hinged  end,  and  thence  into  railroad  cars  on  one  track, 
while  the  slack  goes  through  the  screen  and  into  railroad 
cars  on  another  track.  The  refuse  is  dropped  into  a  hopper 
underneath  the  picking  table,  and  is  taken  away  by  mine 
cars.  By  using  veil  plates  to  cover  up  the  screen,  run-of- 
mine  coal  can  be  loaded.  The  apron  conveyor  is  5  ft.  wide 
by  66  ft.  long,  center  to  center,  and  is  driven  by  a  15  H.F. 
electric  motor,  which  also  drives  the  apron  feeder.  The 
conveyor  operates  at  a  speed  of  45  ft.  per  min.;  and  the 
hourly  capacity  is  150  tons. 

Another  comparatively  simple  tipple  is  illustrated  in 
Fig.  6.  In  this  case,  the  dump  hopper  is  at  a  higher  level 
than  the  screen  house.  The  coal  is  fed  from  this  hopper, 
by  means  of  an  apron  feeder,  to  a  short  section  of  lip 
screen,  which  delivers  to  the  main  apron  conveyor  and 
deposits  the  slack  underneath  and  the  lump  coal  on  top. 
The  apron  conveyor  is  5  ft.  wide  by  94  ft.  centers,  the 
upper  part  being  inclined  and  the  lower  part  horizontal. 
It  is  along  this  horizontal  section  that  the  picking  is  done. 
The  coal  is  delivered  over  the  end  of  the  apron  conveyor 
to  the  shaking  screen  where  it  is  screened  to  lump,  egg, 
and  stoker  sizes,  the  lump  being  loaded  by  means  of  a 
loading  boom  and  the  other  sizes  by  means  of  chutes. 

A  somewhat  more  elaborate  anthracite  coal  preparation 
plant  is  shown  in  Fig.  7.  The  tipple  has  a  capacity  of  400 
tons  of  coal  per  hour,  and  is  equipped  with  balanced  shak 
ing  screens.  Lump  and  egg  are  loaded  by  means  of  load 
ing  booms,  and  there  are  horizontal  sections  of  these  loading 
boom  conveyors  which  arc  used  as  picking  tables.  Pro 
vision  is  also  made  to  permit  the  slack  and  nut  to  be  after 
wards  re-combined  with  the  egg  and  lump,  thereby  making 
a  carefully  picked  run-of-mine. 

The  coal  is  transferred  from  the  dump  hopper  to  the 
shaking  screens  by  an  apron  conveyor,  set  at  a  slight  down 
ward  incline,  and  the  preliminary  picking  is  done  on  this 
conveyor.  A  reciprocating  feeder  delivers  the  coal  over 
the  lip  screen  to  the  apron,  so  located  that  the  slack  will 
be  on  the  bottom  and  the  lump  on  top.  This  screen  sepa 
rates  the  coal  into  lump,  egg,  nut  and  slack,  which  can  be 
loaded  separately  on  four  tracks  underneath  the  screen 
house,  two  of  these  tracks  being  served  by  loading  booms 
and  two  by  means  of  chutes ;  or,  by  means  of  a  mixing 
conveyor,  the  smaller  sizes  can  be  added  to  the  larger  to 
form  almost  any  combination  desired.  The  lower  run  of 
the  mixing  conveyor  acts  as  a  refuse  conveyor  and  takes 
the  refuse  up  to  a  hopper  on  the  hillside,  from  which  it 
is  removed  by  mine  cars. 


638 


HANDLING   AND  STORING  COAL 


a 
H 


- 


o 


c 
'E 


a 

5 


PREPARATION    PLANTS 


639 


A  preparation  plant  of  a  somewhat  different  arrange 
ment  is  shown  in  Fig.  8.  Two  seams  of  coal  are  mined, 
the  lower  Freeport  and  the  upper  Kittanning,  and  the 
tipple  is  built  double  so  that  the  two  kinds  of  coal  can  be 
handled  separately,  or  may  be  combined  in  any  proportions 
desired.  Each  of  the  two  sets  of  equipment  has  a  capacity 
of  250  tons  per  hour,  which  makes  a  total  possible  capacity 
for  the  tipple  of  500  tons  per  hour. 

The  mine  cars  are  brought  in  on  two  tracks,  each  of 
which  has  its  own  dump  hopper  and  its  own  kick-back 
for  running  the  empties  back  on  another  track,  where  they 
are  picked  up  by  a  short  car-haul  conveyor  and  taken  back 
tip  to  a  somewhat  higher  level  ior  making  up  into  trains. 
This  arrangement  brings  the  dump  house  close  to  the 
ground  level  and  reduces  the  amount  of  structure  neces 
sary.  Each  dump  hopper  delivers  to  an  inclined  apron 
conveyor,  these  conveyors  taking  the  coal  up  an  incline, 
and  delivering  it  to  two  sets  of  double  balanced  shaking 
screens  6  ft.  wide.  The  screens  separate  the  coal  into 
slack,  nut  and  lump,  the  smaller  sizes  being  delivered  to 
cars  on  two  tracks  under  the  screen  house  by  means  of 
chutes  and  the  larger  sizes  to  two  other  tracks  by  means 
of  loading  booms. 

The  picking  is  done  on  horizontal  sections  of  the  loading 
boom  conveyors,  Fig.  10.  There  is  a  double  chain  flight 
conveyor  with  a  partition  in  the  middle  for  taking  care 
of  the  bone  and  refuse,  so  that  the  bone  can  be  handled  on 
one  side  and  the  refuse  on  the  other ;  this  is  done  so  that 
the  bone  may  be  crushed  and  used  in  the  boilers,  whereas 
the  refuse  is  taken  away  in  mine  cars  and  disposed  of. 
This  same  partitioned  flight  conveyor  connects  with  a  cross 
conveyor,  which  is  also  partitioned,  and  which  takes  care 
of  the  mixing  of  the  smaller  sixes  with  the  larger  sizes,  as 
well  as  the  mixing  of  the  two  kinds  of  coal  from  the  differ 
ent  seams.  In  addition  to  this,  there  is  an  emergency  run- 
of-mine  chute,  leading  from  the  head  of  each  apron  con 
veyor,  so  that  the  unprepared  run-of-mine  can  be  delivered 
to  cars  on  one  track  in  case  the  screens  or  loading  booms 
are  shut  down  for  repairs. 

A  bituminous  coal  preparation  plant  which  serves  sev 
eral  mines  is  shown  in  Fig.  9.  In  this  case  a  narrow  gage 
railroad  serves  the  mines  so  that  the  coal  has  to  be  trans 
ferred  from  the  narrow  gage  cars  to  the  standard  ones  at 
the  junction  point  with  the  standard  gage  railroad.  In 
order,  therefore,  to  be  able  to  prepare  the  coal,  as  well  as 
transfer  it,  a  preparation  plant  was  built  and  its  conveying 
equipment  so  arranged  that  the  coal  could  be  discharged 
from  the  narrow  gage  cars  to  track  hoppers,  serving  con 
veyors  which  take  the  coal  up  into  the  preparation  plant; 
the  standard  gage  tracks  are  located  underneath  the  plant 
so  that  the  prepared  ccal  can  be  delivered  to  the  standard 
gage  cars. 

The  diagram  shows  the  general  arrangement  of  the  plant. 
It  is  built  in  two  units  combined  under  one  roof,  either  of 
which  can  be  operated  separately  or  in  conjunction  with  the 
other.  As  the  capacity  of  each  unit  is  300  tons  per  hour, 
one  unit  is  sufficient  for  handling  the  present  output  of 
the  mines  which  ship  over  the  road  and  the  other  unit  is 
used  as  a  reserve.  This  insures  the  station  against 
a  shutdown  for  repairs  and  makes  it  possible  to  overhaul 
one  unit  while  the  other  is  in  operation,  thereby  making  it 
easier  to  keep  the  plant  in  good  operating  condition.  It 
also  avoids  congestion,  as  both  units  can  'be  operated  to 
gether  when  an  extra  large  amount  of  coal  has  to  be 
handled  in  a  certain  time. 

The  narrow-gage  cars  arrive  on  the  two  narrow-gage 
tracks  which  come  in  over  the  track  hoppers.  These  track 
hoppers  are  in  pairs,  and  each  pair  delivers  coal,  by  means 


of  reciprocating  feeds  at  the  bottom,  to  two  main  inclined 
apron  conveyors.  Each  conveyor  takes  the  coal  up  and 
delivers  it  to  a  double-deck  shaking  screen  in  the  trans 
fer  building. 

The  upper  deck  of  each  shaking  screen  has  large  perfo 
rations  and  the  lower  deck  smaller  ones.  At  the  discharge 
end  of  each  shaking  screen  is  a  main  picking  table;  one 
receives  the  coal  passing  over  the  upper  screen  on  one  side, 
the  smaller  lump  coal  passing  through  the  upper  screen 
and  over  the  lower  one  on  the  other  side.  Or,  at  least  this 
is  the  case  where  these  two  sizes  of  coal  are  to  be  shipped 
together.  When  they  are  to  be  kept  separate,  the  smaller 
size,  instead  of  going  over  the  end  of  the  lower  screen,  goes 
through  a  trap  door,  which  can  be  opened  for  this  purpose, 
and  onto  a  secondary  picking  table. 

The  smallest  coal  or  slack,  which  goes  througli  the 
perforations  in  the  lower  screen,  is  collected  by  a  gather 
ing  hopper  and  either  is  delivered  direct  to  standard  gage 
cars  or  is  elevated  by  an  inclined  flight  conveyor,  located 
between  the  two  picking  tables,  to  a  height  sufficient  for 
delivery  by  means  of  a  two-way  chute  to  either  of  the  two 
picking  tables  at  the  forward  end.  This  arrangement  de 
posits  the  slack  underneath  the  lump  coal  and  makes  it 
possible  to  pick  two  sizes  of  lump  coal  without  interference 
from  the  presence  of  slack. 

There  is  a  single  refuse  conveyor,  running  at  right  angles 
to  the  picking  tables  and  underneath  the  center  of  the 
picking  space  to  take  care  of  the  bone  and  slate  which  is 
picked  from  the  coal.  Chutes  are  provided  along  the 
tables  to  receive  the  refuse  and  deliver  it  to  the  refuse  con 
veyor,  which  discharges  to  a  narrow-gage  car  standing  on 
a  track  at  one  side  of  the  transfer  building. 

Underneath  the  transfer  building  are  four  standard  gage 
tracks  for  cars  which  are  to  be  loaded.  The  two  main 
picking  tables  are  equipped  with  loading  booms  the  ends  of 
which  are  raised  and  lowered  by  electric  hoists.  The  coal 
from  the  secondary  picking  tables  is  delivered  into  the  cars 
by  means  of  inclined  chutes,  which  can  be  raised  and 
lowered,  as  desired. 

There  are  also  emergency  run-of-mine  chutes  which  can 
be  used  to  deliver  unprepared  run-of-mine  coal  direct  from 
the  main  apron  conveyors  to  the  standard  gage  cars,  or 
to  standard  gage  locomotives  when  it  is  necessary  to  coal 
them. 

All  the  tracks  are  set  at  a  sufficient  grade  so  that  the 
cars  can  be  dropped  down  into  position  by  gravity.  These 
standard  gage  tracks  have  the  ladder  arrangement  of 
switches  so  that  a  train  of  empty  cars  can  be  run  in  and 
split  up  so  as  to  feed  the  cars  down  the  tracks  under  the 
transfer  building.  The  switch  points  are  kept  far  enough 
back  so  that  there  is,  in  each  case,  room  enough  for  an 
empty  car  just  behind  the  one  being  loaded,  ready  to  take 
its  place  without  delay. 

The  track  hoppers  under  the  narrow  gage  tracks  are 
built  mostly  of  reinforced  concrete,  but  with  steel  plates 
forming  a  certain  part  of  their  construction.  The  track 
beams  are  supported  on  cross  walls  and  crossbeams.  The 
transfer  building  and  conveyor  bridges  are  of  steel  frame 
construction  covered  with  corrugated  iron  and  amply  pro 
vided  with  windows  for  light  and  air.  The  main  apron 
conveyors  and  the  picking  tables  are  constructed  with  two 
strands  of  9-inch  pitch  steel-strap  chain  with  case-hardened 
steel  bushings  and  flanged  cast-iron  rollers  at  the  joints. 
The  pans  are  of  the  overlapping  corrugated  type,  made  of 
3/16  in.  steel  plates.  The  tracks  for  the  rollers  are  made 
of  angle  irons.  The  width  of  each  main  apron  conveyor 
is  42  in.,  that  of  each  picking  table  60  in.  and  each  secondary 
picking  table  36  in.  The  main  apron  conveyors  are  de- 


640 


HANDLING  AND   STORING  COAL 


if ! !,  |   !ij}i 


Mil  11  ii- 

!i  |P!|! 

I  =  »»  8  ;  S  5  !  S  S    its 

ii'liiiili 

Hi!" 


d 

CO 

E 
a 

o 


I 


PREPARATION    PLANTS 


611 


signed  to  operate  at  a  speed  of  80  ft.  per  min.  and  the 
picking  tables  at  a  speed  of  40  ft.  per  min. 

Kach  main  picking  table  and  loading  boom  conveyor 
has  a  capacity  of  the  full  300  tons  per  hour,  so  that  all  the 
coal  being  handled  through  one  unit  can  be  loaded  over  the 
single  conveyor  if  desired.  The  secondary  picking  tables 
have  a  capacity  of  150  tons  per  hour. 

The  shaking  screens  are  6  ft.  wide  and  24  ft.  long  and 
each  scrcn  is  suspended  by  four  forged  steel  adjustable 
hanger  rods.  The  screens  are  operated  by  pairs  of  heavy 
cast-iron  babbitted  eccentrics  with  wooden  connecting  rods. 
Tile  eccentric  shaft  runs  at  a  speed  of  110  r.  p.  m.  The 
screens  are  constructed  of  3/16  in.  steel  plate  sides  and  Y\ 
in.  steel  plate  bottoms,  with  sections  of  lip  screens  arranged 
in  both  the  upper  and  lower  decks,  so  that  the  screens  can 
be  changed  when  it  is  desired  to  alter  the  size  of  the  coal 

A  very  complete  preparation  plant  is  shown  in  Figs.  11, 
and  12.  By  referring  to  Figs.  11  and  12  it  will  be  seen 
that  the  tipple  is  really  divided  into  two  parts,  a  low  build 
ing  over  the  loading  tracks  for  the  picking  tables  and  part 
of  the  conveyor  system,  and  a  high  one  a  little  to  one  side 
that  contains  pea,  slack  and  refuse  bins,  a  rotary  screen  for 
separating  the  pea  and  slack,  and  a  gravity  discharge  V- 
bucket  machine  for  handling  these  sizes. 

The  two  main  buildings  are  connected  by  an  intermediate 
structure,  which  spans  one  of  the  loading  tracks  and  a 
space  adjoining.  The  upper  shaking  screen  extends  across 
the  intermediate  building  and  delivers  over  the  end  to  the 
lower  shaking  screen  located  over  the  rear  end  of  the 
picking  tables.  There  are  five  loading  tracks  under  the 
picking  table  and  intermediate  building  and  two  coke-larry 
tracks  under  the  pca-and-slack  building  for  the  larries 
which  take  coal  to  the  coke  ovens. 

The  coal  is  brought  into  the  building  by  a  retarding  con 
veyor,  of  the  double-strand  flight  type,  which  has  a  ca 
pacity  of  450  tons  per  hour.  This  conveyor  extends  through 
the  pea-and-slack  building  and  delivers  over  the  end  and 
through  a  chute  to  the  upper  shaking  screen.  Just  above 
the  lower  end  of  the  conveyor  the  trough  is  replaced  by  a 
bar  screen  with  3^-in.  openings  between  the  bars.  This 
screen  takes  out  some  of  the  slack  and  relieves  the  shaking 
screens  of  part  of  this  work,  thereby  increasing  the  effect 
iveness  of  the  screening.  The  slack  that  passes  through 
this  bar  screen  goes  into  a  hopper  underneath,  from  which 
it  is  fed  to  the  gravity  discharge  machine. 

When  the  slack  is  not  to  be  removed  from  the  coal,  but 
the  entire  output  is  to  be  shipped  as  picked  run-of-mine, 
or  other  mixtures  that  include  the  slack,  the  gate  in  the 
bottom  of  the  hopper  is  left  closed  so  that  the  hopper  fills 
up  and  the  slack  passes  over  the  screen. 

At  the  lower  end  of  the  retarding  conveyor  is  a  chute  to 
the  upper  shaking  screen.  In  the  bottom  of  this  chute  is  a 
gate  which,  when  open,  allows  the  coal  to  go  through  into 
a  six-ton  hopper  or  bin  for  emergency  run-of-mine,  when 
this  coal  is  to  be  loaded  without  passing  it  over  the  shak 
ing  screens  and  picking  tables.  A  chute  of  special  design 
to  minimize  breakage  leads  from  the  hopper  to  the  cars. 

The  upper  shaking  screen  is  8  ft.  wide  by  28  ft.  9  in. 
long.  The  screen  part  is  16  ft.  long  and  contains  y2  in.  x  34 
in.  perforations  to  take  out  pea  and  slack.  Underneath 
this  shaking  screen  is  the  pea  and  slack  gathering  hopper, 
with  a  chute  leading  to  the  cross  slack  conveyor  No.  9. 
This  cross  slack  conveyor  takes  the  pea  and  slack  over  to 
the  mixing  conveyor,  when  it  is  to  be  put  back  with  some 
of  the  coal  that  is  being  loaded,  or,  if  the  cross  slack  con 
veyor  is  reversed,  the  pea  and  slack  is  taken  over  to  con 
veyor  No.  10,  which  conveys  it  to  the  gravity  discharge 
V-bucket  machine  in  the  pea-and-slack  building. 


The  coal  which  passes  over  the  upper  shaking  screen 
moves  on  to  the  lower  one,  which  is  8  ft.  wide  by  29  ft. 
3  in.  long.  In  the  upper  part  of  this  screen  is  a  section 
of  lip  screen  through  which  the  nut  size  passes  to  the  gath 
ering  hopper  underneath  and  then  to  the  nut  picking  table. 
In  the  lower  part  of  this  screen  is  another  section  of  lip 
screen  for  taking  out  the  egg.  The  egg  size  that  goes 
through  this  screen  is  delivered  to  the  egg  picking  table. 

In  both  the  egg  and  nut  gathering  hoppers  under  the 
lower  shaking  screen  there  are  sections  of  rescreening 
plates  with  small  openings  for  cleaning  the  egg  and  nut 
coal  still  more  carefully  by  taking  out  any  slack  and  pea 
coal  which  they  may  still  contain,  just  before  they  go  onto 
the  picking  tables.  This  pea  and  slack  goes  first  to  one  of 
the  conveyors,  No.  20,  and  then  to  the  rescreen  conveyor 
No.  13  for  delivery  either  to  the  cross  slack  conveyor  No. 
9,  or,  at  the  end,  to  a  small  hopper  for  loading  to  cars  on 
track  Xo.  5. 

There  are  three  picking  tables  for  lump,  egg  and  nut  in 
the  picking-table  building.  Each  table  has  a  horizontal  part 
upon  which  the  picking  is  done  that  is  29  ft.  long  from  the 
center  of  the  driving  shaft  to  the  hinge  of  the  loading  boom. 
Adjacent  to  this  is  a  loading  boom  section  37  ft.  in  length 
which  can  be  lowered  into  railroad  cars  so  that  the  coal 
may  be  deposited  with  a  minimum  amount  of  drop,  and 
therefore,  with  a  minimum  of  breakage. 

There  is  room  for  at  least  six  pickers  at  each  table. 
These  pickers  remove  the  bone,  slate  and  other  refuse  from 
the  coal  and  drop  it  down  conveniently  located  chutes  lead 
ing  to  the  refuse  conveyors,  which  deliver  it  to  conveyor 
No.  11,  which  conveys  it  to  the  refuse  bin  in  the  pea-and- 
slack  building.  From  this  bin  it  can  be  discharged  into 
rock  cars  on  tracks  just  beyond  the  larry  tracks. 

Going  back  to  the  pea  and  slack,  it  was  previously  stated 
that  these  sizes  could  be  delivered  to  the  V-bucket  machine 
from  conveyor  No.  10.  The  V-buckets  elevate  this  coal 
and  discharge  it  over  a  chute  to  a  rotary  screen,  the  screen 
ing  part  of  which  is  composed  of  wire  cloth  with  Ji-in. 
square  openings.  After  the  slack  goes  through  the  screen, 
it  is  again  discharged  to  the  V-buckets  which  travel  under 
neath  the  screen.  The  buckets  then  convey  and  discharge 
it  into  a  350-ton  slack  bin. 

If  desired,  it  can  be  delivered  to  the  upper  run  of  the 
mixing  conveyor  instead  of  to  the  bin,  by  means  of  a  rack 
and  pinion  gate  in  the  conveyor  trough.  It  may  then  be 
deposited  on  the  lump,  egg  or  nut  loading  booms  at  the 
hinge  points,  when  it  is  desired  to  mix  it  with  these  sizes. 
The  pea  size  goes  over  the  end  of  the  screen  into  a  bin  of 
150  tons  capacity.  The  slack  coal  may  be  drawn  off  from 
the  slack  bin  into  railroad  cars  on  track  No.  5  or  into  the 
larry  cars  on  tracks  Nos.  6  and  7,  to  go  to  the  coke  ovens. 

The  pea  can  be  loaded  into  railroad  cars  on  track  No.  S 
or  it  may  be  reclaimed  by  the  V-buckets  from  the  bin  and 
delivered  to  the  upper  run  of  the  pea-and-rescreen-conveyor 
No.  13,  which  discharges  it  at  the  far  end  over  a  chute  to 
railroad  cars  on  track  No.  1,  or  to  a  five-ton  pea-coal  bin 
for  domestic  purposes,  this  bin  being  equipped  with  a  swivel 
chute  for  loading  to  wagons.  The  chute  to  the  cars  has  a 
rescreen  plate  :n  the  bottom  to  remove  small  coal  and  de 
liver  it  to  the  screen  conveyor. 

The  loading  of  the  various  sizes  on  the  different  tracks 
is  accomplished  as  follows  : 

Lump — From  lump  loading  boom  direct  to  cars  on  track 
No.  2.  From  lump  loading  boom,  in  raised  position, 
over  chute  to  cars  on  track  No.  3. 

Egg — From  egg  loading  boom  direct  to  the  cars  on  track 
No.  3. 

Nut — From  nut  loading  boom  direct  to  cars  on  track  No. 


642 


HANDLING  AND   STORING   COAL 


4.  From  nut  loading  boom,  in  raised  position,  over  chute 
to  cars  on  track  No.  3. 

Pea — From  end  of  conveyor  No.  13  to  cars  on  track  No. 

1.  From  pea  bin  over  chute  to  cars  on  track  No.  5. 
Slack — From  slack  bin  over  chute  to  cars  on  track  No. 

5.  From  slack  bin  over  chute  to  larries  on  tracks  Nos.  6 
and  7.     From  mixing  conveyor  No.  11  to  lump,  egg  or  nut 
loading  booms  and  thense  to  cars  on  tracks  Nos.  2,  3  or  4. 

Pea  and  Slack — From  gathering  hopper  under  upper 
shaking  screen.  From  mixing  conveyor  No.  11  to  lump, 
egg  or  nut  loading  boom  and  thence  to  cars  on  tracks  Nos. 

2,  3  or  4.     From  gathering  hopper,  under  shaking  screen, 
through  gate  in  conveyor  No.  9  and  over  chute  to  cars  on 
track  No.  5. 

By  using  the  above  operations  in  different  ways,  the  sep 
arate  sizes  and  combinations  can  be  loaded  on  the  several 
tracks  as  follows : 

No.  1  Track— Pea 

No.  2  Track — Lump ;  lump,  pea  and  slack ;  lump  and 
slack 

No.  3  Track — Egg ;  egg  and  nut ;  egg  and  lump ;  egg, 
lump  and  nut ;  egg,  lump,  pea  and  slack ;  egg,  lump  and 
slack;  egg,  nut,  pea  and  slack;  egg,  pea  and  slack;  egg 
and  slack ;  picked  run-of-mine 

No.  4  Track — Nut ;  nut,  pea  and  slack ;  nut  and  slack 

No.  5  Track — Slack  from  bin ;  pea  from  bin  ;  pea  and 
slack  direct ;  emergency  run-of-mine 

Nos.  6  and  7  Tracks — For  coke  larries. 

The  picking-table  building  and  the  intermediate  building 
are  of  steel  frame  construction,  covered  with  corrugated 
ingot  iron.  A  generous  supply  of  light  is  obtained  by  a 
large  number  of  windows  around  the  sides  of  the  building, 
and  the  picking  tables  receive  additional  light  from  a  sky 
light.  The  pea-and-slack  building  is  covered  with  corru 
gated  ingot  iron,  and  the  machinery  there  housed  is  well 
lighted  from  the  windows  in  the  sides  and  ends. 

The  shaking  screens  are  of  the  double,  balanced  type  and 
are  suspended  from  four  hanger  rods,  with  turnbuckles  for 
adjusting  the  angle  of  inclination.  They  are  operated  by 
ball-and-socket  eccentrics,  which  are  self-aligning  and  are 
driven  at  a  speed  of  100  r.  p.  m.  The  first  shaking  screen 
takes  out  the  pea  and  slack,  which  goes  into  the  gathering 
hopper  underneath,  and  then  into  the  cross  slack  conveyor. 
The  lower  shaking  screen  removes  the  nut  and  egg,  which 
are  delivered,  by  means  of  hoppers  and  chutes  underneath, 
to  the  nut  and  egg  picking  tables.  The  lump  coal  that 
passes  over  the  screen  openings  goes  over  the  end  of  the 
screen  to  the  lump  picking  table. 

As  stated  previously,  the  egg  and  nut  picking  tables  are 
both  5  ft.  wide,  and  the  lump  table  is  4  ft.  wide.  The 
picking  tables  are  constructed  of  3/16  in.  corrugated  steel 
pans,  attached  to  a  double  strand  of  9-in.  pitch,  steel- 
bushed  strap  chain,  with  through  rods  every  3  ft.,  to  act  as 
spacers  and  to  tie  the  chains  together  efficiently.  There 
are  3J4  in.  rollers  at  the  chain  joints,  which  travel  on  steel 
angle  tracks  on  both  the  carrying  and  return  runs. 

Steel  channel  guards  are  placed  along  the  tables  on  each 
side  where  the  pickers  stand.  The  chains  are  further  pro 
tected  by  side  guards  to  keep  the  coal  from  getting  on 
them  and  to  make  it  safer  for  the  pickers.  The  channel 
sides  also  serve  as  a  table  on  which  the  refuse  can  be 
separated  from  the  coal  with  picks. 

Steel  refuse  chutes,  by  means  of  which  the  refuse  is  de 
livered  to  the  refuse  conveyors,  are  placed  at  convenient  in 
tervals  along  the  picking  tables.  Each  picking  table  and 
loading  boom  is  a  continuous  machine,  the  loading-boom 
end  being  constructed  so  that  it  can  be  raised  and  lowered. 
This  operation  is  accomplished  by  means  of  an  electric 


hoist,  the  hoisting  rope  being  attached  to  a  bale  at  the  end 
of  the  loading  boom ;  these  electric  hoists  make  it  possible 
to  raise  and  lower  the  booms  easily  and  quickly.  Ordina 
rily  each  boom  is  lowered  into  a  car  when  coal  is  being 
handled  over  it,  but,  as  previously  described,  the  outside 
booms  are  sometimes  used  in  the  raised  position,  when  it 
is  desired  to  deliver  the  coal  into  chutes  which  lead  from 
the  booms  to  cars  on  track  No.  3,  so  that  certain  mixing 
operations  can  be  accomplished. 

Conveyors  Nos.  9,  10  and  11 — namely  the  reversible  cross 
slack  conveyor,  the  slack  conveyor  to  the  V-bucket  elevator 
and  the  refuse  and  mixing  conveyors — are  all  double  strand 
flight  conveyors  of  12-in.  pitch,  steel-bushed,  steel  strap 
chain,  with  36  in.  x  12  in.  x  3/fa  in.  steel  flights  every  3  ft. 
The  trough  bottoms  are  of  %  in.  steel  plate,  and  the  sides 
of  the  trough  are  plates  and  shapes.  The  chains  have  3J4 
in.  rollers  at  the  joints,  and  these  rollers  travel  on  steel 
angle  track  on  both  the  carrying  and  return  runs,  so  that 
the  flights  are  supported  slightly  above  the  troughs  along 
which  they  push  the  coal.  The  power  required  is  thus 
reduced  to  a  minimum.  The  speed  of  these  conveyors  is 
100  ft.  per  min.  and  at  this  speed  they  can  handle  250  tons 
of  coal  per  hour. 

Conveyor  No.  13,  the  pea  and  rescreen  conveyor,  is  of 
similar  design  except  that  the  flights  are  smaller,  the  size  in 
this  case  being  20  in.  x  8  in.  x  ^-4  in.  These  flights  are 
spaced  at  intervals  of  3  ft. 

Conveyors  No.  20,  the  refuse  and  rescreen  conveyors, 
are  of  the  same  size  and  construction  as  conveyor  No.  13, 
except  that  in  this  case  the  flights  are  spaced  at  intervals  of 
4  ft.  instead  of  3  ft. 

Conveyor  No.  27,  the  gravity  discharge  elevator,  or  V- 
bucket  machine,  is  made  up  of  a  double  strand  of  18  in. 
pitch,  steel-bushed,  steel  strap  chain,  with  5-in.  enclosed 
oiling  rollers  at  the  joints.  The  buckets  are  48-in.  long  by 
24  in.  wide  by  16  in.  deep,  spaced  36  in.  They  are  made  of 
J4  in.  steel  plate  and  have  reinforcements  of  2  in.  x  J/z  in. 
ovals  around  the  top  edge.  On  vertical  runs  the  rollers  of 
the  chains  travel  between  double  guides,  and  the  coal  is 
carried  up  in  the  elevator  buckets. 

On  the  horizontal  and  inclined  runs  the  chain  rollers 
travel  on  steel  tracks,  and  the  buckets  serve  in  a  similar 
manner  to  the  flights  of  a  flight  conveyor — namely,  to  push 
the  coal  along  in  the  trough,  which  is  of  !4  i»-  steel  plate. 

This  machine  runs  at  a  speed  of  100  ft.  per  min.  and  has 
a  capacity  of  250  tons  of  coal  per  hour. 

The  revolving  screen  is  5  ft.  in  diameter  and  24  ft.  long, 
and  revolves  at  a  speed  of  about  12  r.  p.  m.  There  is  a 
3  ft.  section  of  dead  plate  at  the  receiving  end  and  a  6  ft. 
section  of  dead  plate  at  the  discharge  end.  Between 
these  dead  plates  is  the  screening  section,  made  up  of  No. 
8  gage  wire,  with  -1-ij-in.  clear  openings. 

The  longitudinals  of  the  screen  frame  are  made  of 
double  5  in.  x  3  in.  x  •>£  in.  angles  riveted  back  to  back 
There  is  also  an  intermediate  ring  at  the  center,  12  in.  wide, 
with  three  T4-in.  reinforcing  rods.  The  screen  is  mounted 
on  two  cast  steel  rings,  one  of  which  has  a  bevel  surface 
to  engage  with  a  thrust  roller,  and  the  friction  rings  ride 
on,  and  are  revolved  by  two  pairs  of  22  in.  x  5-in.  chilled 
face  rollers. 

The  motors  for  operating  the  machinery  are  as  follows : 

One  125  h.p.  motor,  for  the  V-bucket  machine  and  re 
volving  screen. 

One  60  h.p.  motor  for  the  shaking  screens  and  cross  slack 
conveyor  to  V-bucket  machine. 

One  50  h.p.  motor  for  the  picking  tables  and  the  pea  and 
rescreen  conveyor  and  the  two  refuse  and  rescreen  con- 
vcvors. 


CENTRAL  STORAGE   PLANTS 


643 


One  30  h.p.  motor  for  the  refuse  and  mixing  conveyor. 
The    driving    machinery    includes    clutches,    M>    that    any 
unit  can  be  cut  out  at   will.     Walkways  and  stairways  are 


provided  for  access  to  all  parts  of  the  equipment,  and  these 
all  have  a  clear  headroom,  to  avoid  injury  to  the  attend 
ants. 


Large  Central  Coal  Storage  Plants 


The  necessity  for  storing  greater  amounts  of  both  anthra 
cite  and  bituminous  coal  during  the  summer  season  and 
during  times  of  low  demand  is  becoming  more  and  more 
apparent.  The  objects  are  as  follows: 

1.  To  stabilize  the  coal  mining  industry. 

2.  To  equalize  the  transportation  of  coal  at  various  sea 
sons  of  the  year. 

3.  To  avoid  coal  shortage. 

From  the  standpoint  of  the  coal  mining  industry  it  is 
important  to  keep  the  output  of  the  mines  as  uniform  as 
possible,  so  that  the  miners  will  have  regular  work  instead 
of  working  only  part  time  during  the  summer  season  or 
other  times  of  low  demand,  and  having  a  great  deal  of 
overtime  during  the  winter  season,  or  other  periods  of  high 
demand.  Such  a  condition  in  terms  of  the  electrical  en 
gineer  is  called  a  "bad  load  factor."  It  tends  to  an  exces 
sive  amount  of  equipment  and  personnel  to  meet  the  high 
peak  loads  of  excessive  demand,  which  cannot  be  used 
when  the  demand  is  low.  Such  irregularities  tend  to  in 
crease  costs  of  production  and  also  tend  to  promote  dis 
satisfaction  among  the  miners,  resulting  in  demands  for 
high  wages  for  the  irregular  hours  of  actual  work,  and  also 
causing  disputes  between  miners  and  operators  resulting  in 
strikes  which  interfere  with  the  coal  supply  which  is  so 
vital  to  industry  in  general. 

From  the  transportation  point  of  view  the  results  are 
somewhat  similar.  An  excessive  amount  of  freight  train 
equipment  is  required  to  meet  the  high  peak  loads  in  the 
transportation  of  coal,  and  this  is  more  marked  since  the 
amounts  which  can  be  handled  by  each  coal  car  are  more 
or  less  fixed.  A  great  many  extra  cars,  locomotives,  etc., 
have  to  be  supplied  to  transport  the  large  amount  of  coal 
which  must  he  handled  at  times  when  the  demand  is  great 
est,  usually  in  the  winter  when  transportation  difficulties 
are  at  their  worst.  In  the  summer  time,  and  at  other  times 
when  the  demand  is  low,  a  great  deal  of  this  rolling  stock 
is  idle,  and  the  need  for  men  to  man  the  trains,  etc.,  is 
greatly  reduced.  Additional  equipment  means,  of  course, 
additional  investment  and  additional  overhead  expense,  and 
a  tendency  to  the  same  sort  of  trouble  and  additional  ex 
pense  in  regard  to  the  personnel  as  is  the  case  with  the 
mining  companies.  In  other  words,  uniform  output  and 
uniform  transportation  mean  minimum  expense  in  the  cost 
of  mining  and  transporting  coal. 

As  to  the  importance  of  insurance  against  coal  shortage, 
this  phase  of  the  question  has  been  brought  home  most 
forcibly  in  the  last  few  years,  especially  to  the  large  coal 
consumers  such  as  the  gas  and  electric  companies  and  large 
manufacturing  plants  and  ccal  dealers.  There  is,  therefore, 
a  tendency  among  large  consumers  to  store  more  and  more 
coal  in  their  own  reserve  storage  plants,  but  this  practice 
is  not  universal  enough  to  take  care  of  the  problem  in  an 
adequate  manner.  It  is  doubtful  whether  consumers  and 
dealers  will  ever  provide  sufficient  storage  facilities  properly 
to  equalize  the  demand  upon  the  mines  and  transportation 
companies. 

If,  therefore,  adequate  facilities  are  to  be  provided  it 
must  be  done  by  the  coal  mining  companies,  the  railroads, 
the  large  consumers  and  dealers,  by  combinations  of  con 
sumers  or  dealers,  and  by  states  and  municipalities,  or 
other  political  subdivisions. 


The  building  and  operating  of  large  coal  storage  plants 
means,  of  course,  an  additional  expense  which  must  be 
added  to  the  cost  of  the  coal,  but  this  additional  cost  should 
be  more  than  offset  by  the  reduction  in  the  cost  of  mining 
and  transporting  the  coal  which  will  be  accomplished  by 
stabilizing  the  industry. 

Best    Location   for    Storage   Plants 

In  determining  the  best  location  for  a  large  central  coal 
storage  plant,  a  number  of  factors  must  be  taken  into  con 
sideration.  If  the  coal  is  to  be  stored  by  a  mining  com 
pany,  the  logical  location  would  ordinarily  be  convenient 
to  the  mine  so  that  the  coal  could  be  handled  from  the 
mine  to  the  storage  plant  economically  and  with  little  like 
lihood  of  interruption.  If  this  handling  is  done  by  equip 
ment  belonging  to  the  mining  company  it  places  the  work 
entirely  under  the  control  of  that  company  and  relieves  the 
transportation  companies.  The  loading  and  unloading  of 
railroad  cars  will  be  eliminated,  the  mine  owner  will  not 
be  dependent  on  the  supply  of  railroad  cars,  and  he  can 
arrange  his  rate  of  mining  to  suit  his  own  convenience, 
either  shipping  the  coal  or  stocking  it  according  to  the 
demand. 

Since  the  length  of  haul  will  be  the  same  whether  the 
coal  is  shipped  direct  from  the  mine  or  from  a  storage 
plant  adjacent  to  the  mine,  such  a  location  for  a  storage 
plant  will  not  help  solve  the  transportation  problem  to  any 
extent.  From  the  transportation  point  of  view  the  best 
location  for  a  storage  plant  is  at  some  point  centrally 
located  in  relation  to  the  principal  points  of  consumption 
so  that  the  coal  can  be  delivered  to  the  storage  plant  during 
times  of  low  demand  and  favorable  weather  conditions,  and 
can  be  distributed  from  the  storage  plant  rapidly  and  eco 
nomically  because  of  the  short  hauls  and  also  the  greater 
trackage  facilities  which  are  usually  available  in  large 
industrial  centres. 

Determination   of  Type  of   Storage   Plant 

In  designing  large  coal  storage  plants  the  first  question 
to  be  considered  is  the  kind  of  coal  to  be  stored;  first, 
whether  it  is  anthracite  or  bituminous;  second,  the  size 
of  the  coal  and  other  special  characteristics.  Anthracite 
coal  deteriorates  scarcely  at  all  when  exposed  to  the  weather 
and  there  is  little,  if  any,  danger  of  spontaneous  combustion. 

Bituminous  coal  loses  some  of  its  heating  value  when 
stored  exposed  to  the  weather,  but  the  amount  of  this  loss 
is  less  than  usually  supposed  and  the  rate  of  loss  decreases 
as  the  coal  becomes  seasoned  providing  it  does  not  heat  up. 
If  heating  occurs  due  to  oxidation  of  the  coal  and  there 
is  not  sufficient  circulation  of  air  to  carry  off  the  heat,  the 
oxidizing  effect  increases  until  finally  the  coal  catches  fire 
by  spontaneous  combustion.  This  makes  the  problem  more 
complicated  with  bituminous  coal  than  with  anthracite, 
and  in  addition  to  this,  anthracite  coal  is  usually  uniform 
and  small  in  size  so  that  it  is  easier  to  handle  with  conveyors 
than  run-of-mine  bituminous  coal  which  contains  large 
lumps. 

Anthracite  Coal  Storage  Plants 

While  various  methods  are  resorted  to  in  storing  anthra 
cite  coal  in  moderate  sized  plants  or  in  temporary  plants, 
the  system  which  is  used  almost  exclusively  for  large  an- 


644 


HANDLING   AND   STORING  COAL 


o 
t/5 


Jl 


CENTRAL  STORAGE  PLANTS 


645 


thracitc  storage  plants  is  what  is  known  as  the  Dodge 
system.  This  system  was  designed  by  James  M.  Dodge, 
and  it  has  been  so  successful  in  handling  coal  economically 
and  rapidly  that  it  has  been  adopted  as  practically  a  standard 
system  for  this  kind  of  coal.  The  coal  is  piled  in  large  con 
ical  piles  containing  usually  from  30,000  to  60,000  tons  each. 
A  general  view  of  a  complete  plant  is  shown  in  Fig.  1. 
Two  piles,  with  two  delivery  conveyors  and  one  reclaiming 
conveyor,  form  a  unit  and  all  of  the  conveyors  are  of  the 
chain  and  flight  type.  Each  delivery  conveyor  is  set  at 
an  incline  of  27  deg.,  the  angle  of  rest  of  the  coal  pile, 
and  a  pair  of  light  trusses  connected  together  just  above 
the  peak  of  the  pile  is  used  to  support  each  conveyor,  the 
conveyor  using  one  truss,  the  other  one  completing  the 
triangle  that  makes  the  trusses  self-supporting. 

The  coal  is  dumped  through  the  hopper  doors  of  the 
freight  cars  into  a  track  hopper  and  is  fed  to  the  delivery 
conveyor  which  discharges  to  the  pile.  To  avoid  dropping 
the  coal  any  distance  and  causing  breakage  the  pile  is 
started  at  the  lower  end  of  the  conveyor  and  close  to  the 
ground ;  as  it  increases  in  height,  the  discharge  point  is 
moved  up  the  conveyor  by  pulling  up  a  steel  ribbon  which 
forms  the  bottom  of  the  conveyor  trough  and  which  is 
unwound  from  a  drum  at  the  foot. 

The  reclaiming  conveyors,  Fig.  2,  are  reversible  flight 
conveyors  with  chains  and  wheels  set  in  a  horizontal  in 
stead  of  a  vertical  plane ;  each  conveyor  is  pivoted  and  is 
supported  on  circular  tracks  at  the  ground  level.  The  pivot 
point  is  near  the  railroad  track,  and  just  back  of  this  point 
the  conveyor  goes  up  an  incline  so  that  the  coal  can  be 
delivered  over  screen  chutes  back  into  the  railroad  cars. 
The  swinging  of  the  conveyor  is  accomplished  by  steel 
cables  which  extend  from  the  pivot  point  to  the  outer  end 
and  then  to  each  side  of  the  storage  area  and  are  there 
dead-ended  so  that  the  conveyor  can  be  moved  in  either 
direction.  The  outside  of  the  conveyor  trough  on  both 
sides  is  left  open,  so  that  when  the  conveyor  is  started  and 
swung  against  either  pile  of  coal  the  flights  get  behind  the 
coal  and  push  it  along  the  trough  and  up  the  incline  to  the 
point  where  it  discharges  over  the  screen  chutes  to  the 
cars. 

While  in  most  cases  these  large  anthracite  coal  storage 
plants  are  in  the  open,  in  a  few  instances  where  the  winters 
are  especially  severe  the  piles  have  been  housed  over  to 
protect  them  from  weather  conditions.  A  plant  of  this 
kind  is  shown  in  Fig.  3,  this  plant  being  located  at  Superior, 
Wis.  The  anthracite  coal  is  shipped  over  the  lakes  by 
boat  and  is  unloaded  at  this  point  for  distribution  by  rail. 
The  circular  buildings  used  for  housing  the  storage  piles 
are  built  of  steel,  each  being  246  ft.  in  diameter  by  90  ft. 
high.  Each  of  the  two  buildings  has  a  storage  capacity  of 
50,000  tons  of  coal. 

The  circular  storage  system  using  a  locomotive  crane 
equipped  with  a  grab  bucket  and  traveling  on  circular 
tracks  is  especially  adapted  to  the  storing  of  bituminous 
coal  and  is  in  some  cases  used  for  storing  anthracite.  An 
installation  of  this  kind  is  shown  in  Fig.  4,  this  being  a 
storage  plant  belonging  to  one  of  the  railroads  and  located 
at  a  locomotive  coaling  station.  The  locomotive  crane  in 
this  case  is  a  wide  gage  machine  traveling  on  four  rails, 
with  a  fixed  boom  of  110-ft.  radius,  equipped  with  a  5-yd. 
grab  bucket.  The  coal  is  dropped  from  the  cars  into  a 
track  hopper  and  is  handled  by  conveyors  to  a  central  dig 
ging  point.  A  pile  on  the  ground  is  formed  at  this  point 
so  that  the  coal  can  be  picked  up  by  the  bucket  and  be 
distributed  by  swinging  the  boom  of  the  crane. 

As  there  is  practically  no  danger  of  fire  with  anthracite 
coal,  it  can  be  piled  deep ;  the  depth  of  the  pile  is  SO  ft. 


and  a  large  amount  of  storage  can  be  obtained  for  the 
amount  of  area  covered.  There  are  two  sets  of  circular 
crane  tracks,  one  with  a  radius  of  110  ft.  from  the  centre 
of  the  digging  pile  so  that  the  crane  can  reach  this  pile 
from  any  point  on  the  circle  and  the  other  at  a  radius  100 
ft.  greater,  so  that  when  the  outside  pile  is  to  be  filled  up 
the  crane  moves  out  to  the  outside  track  and  rehandles 
the  coal  into  the  outside  part  of  the  storage.  This  makes 
two  handlings  of  the  coal  for  this  part  of  the  storage.  As 
long  as  the  daily  requirements  are  not  too  great  it  is  just 
as  well  to  have  the  crane  in  more  constant  operation  as  to 
have  it  idle  and  this  rehandling  of  the  coal  avoids  the 
necessity  of  greater  expense  for  additional  equipment.  The 
storage  handled  from  the  inside  circle  is  the  more  active 
storage,  that  handled  from  the  outside  circle  being  used 
only  when  the  former  is  filled  or  empty  according  to 
whether  the  handling  is  to  or  from  storage. 

The  coal  is  reclaimed  by  the  crane  and  delivered  to  a 
loading  hopper  on  a  tower  near  the  centre  of  the  digging 
pile.  From  this  hopper  it  is  fed  to  an  inclined  flight  con 
veyor  which  takes  it  across  a  bridge  over  a  number  of 
railroad  tracks  to  the  coaling  station,  where  it  is  delivered 
to  a  distributing  flight  conveyor  which  runs  at  right  angles 
to  it  and  along  the  length  of  the  pocket. 

Storing  Bituminous   Coal 

Since  it  is  not  feasible  to  store  bituminous  coal  in  deep 
conical  piles,  the  Dodge  system  is  never  used  for  storing 
this  kind  of  coal.  The  method  usually  employed  includes 
some  type  of  grab  bucket  equipment,  this  being  either  com 
plete  in  itself  or  used  with  a  conveyor,  cable  railway,  or 
some  other  combination.  Whatever  type  of  equipment  is 
used  must  be  arranged  to  spread  the  coal  over  a  large  area 
to  avoid  piling  it  too  deep,  and  it  must  be  able  to  reclaim 
the  coal  from  this  area. 

In  some  cases  a  bituminous  coal  storage  plant  is  so 
arranged  that  the  coal  can  be  submerged  in  water  to  pre 
vent  deterioration  and  spontaneous  combustion.  As  far  as 
the  deterioration  is  concerned  this  makes  an  expensive  type 
of  coal  storage  plant  which  is  seldom  justified,  according 
to  investigations  by  the  United  States  Bureau  of  Mines  and 
others,  which  seem  to  prove  conclusively  that  there  is 
comparatively  little  loss  in  heating  value  in  bituminous 
coal  when  stored  in  the  open;  the  longer  the  coal  remains 
in  storage  the  smaller  the  rate  of  loss  unless  the  coal  be 
comes  heated.  Submerged  storage  does,  of  course,  prevent 
spontaneous  combustion,  but  this  can  usually  be  prevented 
by  other  and  less  expensive  means.  Some  of  the  factors 
which  are  conducive  to  spontaneous  combustion  are  the 
following: 

1.  Excessive  depth  of  pile.     The  limiting  depth  of  pile 
varies  with  different  kinds  of  coal,  but  it  is  usually  some 
where  between  IS  ft.  and  30  ft. 

2.  A  large  amount  of  fine  coal  stored  with  lumps  that 
tends  to  form  the  air  pockets  which  furnish  the  live  oxygen 
needed  to  start   spontaneous  combustion. 

3.  Piling  the  coal  in  such  a  way  that  there  is  a  segrega 
tion  of  the  lump  and  fine  coal,  so  that  at  some  point  in 
the  pile  there  is  a  dividing  line  where  the  lump  and  fine 
coal  are  brought  together  in  such  a  way  as  to  form  the 
air  pockets  which  are  responsible  for  starting  spontaneous 
combustion,  and  where  the   circulation   of  air   is   not   suf 
ficient  to  carry  off  the  heat. 

4.  The  presence  in  the  coal  of  sulphur,  oily  waste,  wood 
or  other  inflammable  materials  which  are  easier  to  set  on 
fire  than  the  coal  itself,  and  which,  therefore,  tend  to  make 
it  easier  for  combustion  to  start. 

If  bituminous  coal  can  be  stored  as  lump  coal  with  the 


646 


HANDLING  AND   STORING  COAL 


lu 


I 


. 

2  "§  < 

0    CC 


u 


1.811111.1 
i  sS'i.s  t^  * 

QQ  V~)  ,\&  1^  ,VS>  ^  |i» 


C 

E^ 

0   (X 


CENTRAL  STORAGE   PLANTS 


647 


fine  coal  screened  out  it  is  undoubtedly  the  safest  method, 
as  this  gives  a  good  opportunity  for  the  circulation  of  air 
and  the  dissipation  of  heat,  and  there  is  also  the  absence 
of  fine  coal  or  dust  which  is  most  easily  set  on  lire.  If  it 
is  not  feasible  to  store  the  coal  as  lump  it  is  undoubtedly 
better  to  crush  it  and  store  it  as  crushed  coal  since  in  this 
condition  it  packs  more  closely  and  with  smaller  air  pockets. 

Storing  coal  in  hot  weather  should  be  avoided  if  possi 
ble,  for  the  tendency  of  the  coal  to  oxidize  increases  with 
the  temperature.  Various  methods  for  the  ventilation  of 
coal  piles  have  been  experimented  with,  but  unless  the  ven 
tilation  is  great  enough  actually  to  carry  off  the  heat  instead 
of  simply  adding  oxygen  to  help  along  the  oxidation  it 
is  worse  than  no  ventilation  at  all.  The  general  consensus 
of  opinion  in  this  country  seems  to  be  against  ventilation, 
though  there  have  been  cases  where  it  seems  to  have  been 
quite  effective.  The  Canadian  Pacific  Railway  employs 
ventilation  extensively  in  its  large  storage  piles,  and  ac 
cording  to  reports  its  methods  have  been  successful. 

The  United  States  Bureau  of  Mines  reports  as  follows  in 
Technical  Paper  No.  16,  in  relation  to  the  deterioration 
and  spontaneous  combustion  of  coal : 

"The  results  show  in  the  case  of  the  New  River  coal  a 
loss  of  less  than  one  per  cent  of  calorific  value  in  one  year 
by  weathering  in  the  open.  In  two  years  the  greatest  loss 
was  at  Key  West,  1.85  per  cent.  There  was  practically  no 
loss  at  all  in  the  submerged  samples  in  one  year,  fresh  or 
salt  water  serving  equally  well  to  preserve  the  virtues  of 
the  coal.  There  was  almost  no  slacking  of  lumps  in  the 
nm-of-mine  samples.  In  all  tests  the  crushed  coal  deterio 
rated  more  rapidly  than  run-of-mine. 

"The  Pocahontas  run-of-minc  coal  in  a  120-ton  pile  on 
the  Isthmus  of  Panama  lost  during  one  year's  outdoor 
weathering  less  than  0.4  per  cent  of  its  heating  value,  and 
showed  little  slacking  of  lumps. 

"Gas  coal  during  one  year's  outdoor  exposure  suffered 
no  loss  of  calorific  value  measurable  by  the  calorimetric 
method  used,  not  even  in  the  coal  forming  the  top  6-in. 
layer  in  the  bins. 

"Submerged  storage  is  an  absolute  preventive  of  spon 
taneous  combustion,  and  on  that  account  alone  it  is  justified 
when  the  coal  is  particularly  dangerous  to  store,  and  when 
large  quantities  are  to  l:c  stored;  but  unless  the  storage 
period  is  to  be  longer  than  one  year,  there  seems  to  be  no 
ground  for  storing  coal  under  water  merely  for  the  sake 
of  the  saving  in  calorific  value. 

"Losses  of  value  from  spontaneous  combustion  are  a 
much  more  serious  matter  than  the  deterioration  of  coal 
at  ordinary  temperatures.  Oxidation  proceeds  more  rapidly 
as  the  temperature  rises.  The  oxidation,  beginning  at  ordi 
nary  temperatures,  attacking  the  surface  particles  and 
developing  heat,  is  probably  in  some  degree  an  absorption 
of  oxygen  by  the  unsaturated  chemical  compounds  in  the 
coal.  In  a  small  pile  of  coal  this  slowly  developed  heat 
can  be  readily  dissipated  by  convection  and  radiation,  and 
very  little  rise  in  temperature  results.  If  the  dissipation  of 
heat  is  restricted,  however,  as  in  a  large  pile  densely 
packed,  the  temperature  within  the  pile  rises  continuously. 
The  rate  of  oxidation  of  the  coal,  plotted  against  the  tem 
perature,  makes  a  curve  which  rises  with  great  rapidity. 
When  the  storage  conditions  are  such  as  to  allow  warming 
of  the  coal  to  a  temperature  of  about  100  deg.  C.,  the  rate 
of  oxidation  becomes  so  great  that  the  heat  developed  in 
a  given  time  ordinarily  exceeds  the  heat  dissipated  and  the 
temperature  rises  until,  if  the  air  supply  is  adequate,  the 
coal  takes  fire.  Kvidently,  therefore,  it  is  important  to 
guard  against  even  moderate  heating,  either  spontaneous, 
or  from  an  external  source.  Increased  loss  of  volatile 


matter  and  of  heating  value  occurs  with  a  moderate  rise  of 
temperature,  even  though  the  ignition  point  is  not  reached. 

"Spontaneous  combustion  is  brought  about  by  slow  ox 
idation  in  an  air  supply  sufficient  to  support  it,  but  insuf 
ficient  to  carry  away  all  the  heat  formed.  The  area  of 
surface  exposed  to  oxidation  by  a  given  mass  of  any  one 
coal  determines  largely  the  degree  of  oxidation  which 
takes  place  in  the  mass ;  it  depends  on  the  size  of  the  par 
ticles  and  increases  rapidly  as  the  fineness  approaches  that 
of  dust.  Dust  is,  therefore,  dangerous,  particularly  if  it  is 
mixed  with  lump  coal  of  such  a  size  that  the  interstices 
permit  the  flow  of  a  moderate  amount  of  air  to  the  interior. 
Coal  differs  widely  in  friability ;  that  is,  in  the  proportion 
of  dust  which  is  produced  under  like  conditions.  In  com 
parative  tests  samples  of  Pocahontas,  Xew  River  and  Cam 
bria  County  (Pennsylvania)  coals  produced  nearly  twice  as 
much  dust  (coal  through  a  %-m.  screen)  as  coal  mined 
from  the  Pittsburgh  bed  in  Allegheny  County,  Pennsyl 
vania.  This  variation  in  friability  is  a  factor  in  affecting 
the  liability  to  spontaneous  heating. 

"Ideal  conditions  for  such  heating  are  offered  by  a  mix 
ture  of  lump  and  line  coal,  such  as  run-of-minc  with  a 
large  percentage  of  dust,  piled  so  that  a  small  supply  of 
air  is  admitted  to  the  interior. 

"High  volatile  matter  does  not  of  itself  increase  the  lia 
bility  of  coal  to  spontaneous  heating.  A  letter  of  inquiry 
sent  by  the  bureau  to  more  than  2,000  large  coal  consumers 
in  the  United  States  brought  1,200  replies.  Of  the  replies 
260  reported  instances  of  spontaneous  combustion,  and  220 
of  the  260  gave  the  name  of  the  coal.  The  220  instances 
were  distributed  as  follows :  95  were  in  semi-bituminous 
low-volatile  coals  of  the  Appalachian  region,  70  in  higher- 
volatile  coals  of  the  same  region,  and  55  in  western  and 
middle-western  coals. 

"Freshly-mined  coal,  and  the  fresh  surfaces  exposed  by 
crushing  lumps  exhibit  a  remarkable  avidity  for  oxygen, 
but  after  a  time  the  surfaces  become  coated  with  oxidized 
material,  'seasoned,'  as  it  were,  so  that  the  action  of  the 
air  becomes  much  less  vigorous.  In  practice,  coal  which 
has  been  stored  for  six  weeks  or  two  months  and  has  even 
become  somewhat  heated,  if  rehandled  and  thoroughly 
cooled  by  the  air,  seldom  heats  spontaneously  again." 

The  extinguishing  of  fires  in  bituminous  coal  piles  by 
water  is  very  difficult,  unless  the  part  where  the  fire  occurs 
is  thoroughly  soaked.  This  method  seems  to  help  the  fire 
along  rather  than  put  it  out.  One  method  of  using  water 
is  to  make  an  excavation  in  the  coal  pile  directly  over  the 
fire,  then  keep  a  constant  stream  of  water  running  into  this 
excavation  as  long  as  necessary  to  extinguish  the  fire.  The 
water  is  retained  in  the  bowl-shaped  depression  and  neces 
sarily  soaks  down  through  the  pile  to  a  considerable  extent 
and  if  it  can  be  made  to  thoroughly  drench  the  fire  will 
put  it  out. 

The  usual  method  nowadays  is  to  arrange  the  mechan 
ical  equipment  for  storing  the  coal  in  such  a  way  that  any 
part  of  the  pile  can  be  easily  reached  and  the  coal  rapidly 
dug  out  by  mechanical  means ;  the  burning  coal  can  thus  be 
spread  out  and  the  fire  extinguished.  This  is  the  safest 
and  surest  method  and  usually  involves  the  least  amount 
of  labor  and  expense. 

In  some  cases  storage  plants  for  bituminous  coal  and  for 
anthracite  coal  also  are  of  a  more  or  less  temporary  char 
acter  ;  where  the  plant  is  not  considered  a  permanent  one 
it  is,  of  course,  desirable  that  the  equipment  should  not  be 
too  expensive,  even  though  the  labor  cost  per  ton  for  han 
dling  the  coal  to  and  from  the  storage  may  run  higher 
than  it  would  with  more  efficient,  but  also  more  expensive 
types  of  equipment. 


648 


HANDLING   AND   STORING  COAL 


j* 

a 


o 


O 

Q 


CENTRAL  STORAGE   PLANTS 


649 


Sometimes  the  side-hill  storage  system  is  used  where 
advantage  is  taken  of  a  track  location  on  the  side  of  a 
hill,  the  coal  being  dumped  on  the  lower  side  of  the  track 
and  allowed  to  form  a  storage  pile  along  the  slope  of  the 
hill.  By  installing  another  track  on  the  lower  side  of  the 
pile  the  reclaiming  of  the  coal  can  be  made  easier  since 
the  coal  can  be  delivered  down  hill  by  means  of  chutes  or 
conveyors  and  into  the  cars  on  the  lower  track. 

Sometimes  portable  elevators,  portable  belt  conveyors, 
or  a  combination  of  the  two,  are  used  for  unloading  the 
coal  from  the  cars  and  piling  alongside  the  track ;  then  by 
reversing  the  operation  of  these  machines  the  coal  may  be 
reclaimed  and  delivered  back  to  the  cars.  Since,  however, 
the  capacity  of  these  machines  is  limited  usually  to  from 
40  to  60  tons  an  hour,  this  is  not  a  very  rapid  method  for 
large  plants,  a  number  of  machines  being  necessary  to 
obtain  much  capacity. 

Coal  can  also  be  piled  by  starting  a  pile  on  the  ground 
and  then  running  trucks  or  bottom  dump  wagons  up  on 
the  pile  and  extending  it  by  dumping  the  coal  along  the 
edge,  and  continuing  this  operation  until  a  large  area  is 
covered.  Such  piles  can  be  reclaimed  by  portable  loaders 
or  locomotive  cranes  equipped  with  grab  buckets. 

Locomotive  cranes  can  be  used  in  various  ways  for  piling 
coal,  either  unloading  direct  from  the  cars,  picking  up  with 
the  grab  bucket  from  the  pits  into  which  the  coal  was  dis 
charged  from  the  cars,  or  spreading  out  the  coal  deposited 
under  a  trestle.  The  same  locomotive  crane  can  be  used 
to  pick  the  coal  up  from  the  storage  area  and  deliver  it 
back  to  the  cars  or  to  a  conveyor  system. 

In  some  cases  an  embankment  of  coal  is  formed  along 
side  a  railroad  track;  then  another  track  is  laid  on  top  of 
the  coal  pile  and  the  railroad  cars  are  run  up  on  this  track. 
The  coal  is  discharged  from  the  cars  on  the  upper  track 
level  and  the  pile  or  embankment  of  coal  is  extended  side 
ways.  The  track  is  then  shifted  over  towards  the  edge  of 
the  pile  and  the  operation  repeated.  Various  combinations 
of  these  methods  can  be  used,  but  where  a  large  permanent 
plant  is  to  be  equipped  there  are  various  systems  which 
have  been  developed  through  long  experience  and  do  the 
work  more  rapidly  and  economically,  and  if  the  cost  of  the 
equipment  is  spread  over  several  years'  use  lower  costs 
per  ton  for  handling  the  coal  can  be  obtained. 

Storage  Systems  for  Bituminous  Coal 

The  principal  storage  systems  used  for  bituminous  coal 
are  as  follows : 

1.  Circular   storage   system,   using   a   long   radius   loco 
motive   crane   of   wide   gage   equipped   with   a   large   grab 
bucket,  the  crane  operating  on  circular  tracks  and  picking 
up  the  coal  from  and  delivering  back  to  a  central  point. 
Sometimes  the  coal  is  picked  up  from  a  pit  into  which  it 
is  discharged  from  the  railroad  cars  at  the  centre  of  the 
circular    track    or    in   other    cases    it    is    deposited    on    the 
ground  at  this  point  by  means  of  an  elevator  or  conveyor. 
When  the  pit  is  used  the  coal  is  usually  delivered  back  to 
railroad  cars  when  reclaiming.    When  an  elevator  or  con 
veyor  is  used  for  forming  the  initial  pile,  the  coal  is  usually 
delivered  back  to  the  conveyor  system. 

2.  Long  radius  locomotive  cranes  used  with  a  conveyor, 
cable  railway,  or  railroad  trestle,  the  coal  being  deposited 
on  the  ground  and  then  spread  over  the  storage  area  by 
a   grab  bucket  operated  by  the   crane ;   when  the   coal   is 
reclaimed  it  is  picked  up  by  the  grab  bucket  and  delivered 
to  the  conveyor,  the  cable  cars  or  the  railroad  cars. 

3.  Rotating  or  traveling  bridge  tramways  which  pick  up 
the  coal  with  a  grab  bucket  from  boats,  from  a  pit,  or  from 
an  initial  pile  and  spread  it  over  the  storage  area;  when 


reclaiming,  the  coal  is  picked  up  from  the  storage  area  and 
delivered  back  to  the  cars,  boats  or  to  a  conveyor  system. 

4.  The  Stuart  system  using  a  belt  conveyor  with  a  belt 
conveyor  stacker  for  piling  the  coal  along  one  or  both  sides 
of  the  belt  conveyor,  and  a  Stuart  reclaimer  for  reclaiming 
the   coal    from   the   ground   storage   pile   and   delivering   it 
back  to  the  belt  conveyor. 

5.  Overhead  cablcway  equipped  with  grab  bucket. 
These  are  the  principal  systems   used,  though  they  may 

be  combined  and  modified  in  various  ways  to  suit  special 
conditions. 

A  diagram  for  the  circular  storage  system  is  shown  in 
Fig.  S  and  a  table  of  capacities  in  Fig.  6.  Two  circular 
piles  arc  shown,  each  with  a  pit  at  the  centre  from  which 
the  coal  is  picked  up  by  the  grab  bucket  and  spread  over 
the  storage  area.  In  reclaiming  it  is  delivered  back  to  rail 
road  cars.  Some  of  the  advantages  of  this  system  are  as 
follows : 

1.  Low    investment.     The    equipment    and    construction 
work    includes   only   the   crane   with   the    grab   bucket,   the 
track  system  and  the  pit.     The  tracks  may  be  laid  on  ties 
directly   on   the   ground,    so   that   the   only   excavating  and 
concrete  work  required  is  for  the  pit. 

2.  Low   operating  and  maintenance  cost.     Only  one   or 
two  men  are  required  to  operate  the  locomotive  crane  and 
the   power  cost   is   low   compared   to   the   amount   of   coal 
handled.    The  maintenance  costs  also  are  low  considering 
the  amount  of  work  done. 

3.  Dependability.     The  best  locomotive  cranes  designed 
especially  for  this  work  are  ruggedly  constructed  and  thor 
oughly  reliable.     These  plants  are  little  affected  by  weather 
conditions,  and  therefore  are  not  likely  to  be  out  of  ser 
vice  when  most  needed. 

4.  Flexibility.     The  number  of  circular  storage  piles  may 
be  extended  indefinitely  and  either  one  or  more  locomotive 
cranes    used,    depending    upon    the    handling    capacity    re 
quired. 

5.  Low  insurance  charges.     There  is  little  fire  risk  with 
the  locomotive  crane,  since  it  is  entirely  of  iron  and  steel 
construction.     There    is    practically   no    danger    of   damage 
from  the  wind  because  of  the  wide  base  and  low  centre  of 
gravity  of  the  crane. 

6.  Minimum  danger  of  loss   of  coal   from   spontaneous 
combustion.     With  the  whole  storage  area  within  reach  of 
the  locomotive  crane  at  all  times,  if  spontaneous  combus 
tion  does  occur  a  fire  can  be  quickly  dug  out  and  extin 
guished. 

A  view  of  a  circular  storage  plant  is  shown  in  Fig.  7. 
The  locomotive  cranes  usually  run  on  four  rails,  the  rails 
being  so  placed  as  to  form  two  tracks,  usually  of  standard 
gage,  the  distance,  centre  to  centre  of  tracks,  being  about 
20  ft.  The  body  of  the  crane  is  supported  on  four  trucks, 
one  under  each  corner,  two  of  these  trucks  being  idle  and 
the  wheels  of  the  other  two  being  connected  by  means  of 
the  necessary  gearing  to  the  main  engine,  so  that  the  crane 
can  be  moved  along  the  tracks.  Separate  swing  engines 
are  used  on  the  latest  cranes  for  rotating  them. 

A  S-yd.  grab  bucket  digging  coal  out  of  a  pit  into  which 
it  is  discharged  from  railroad  cars  is  illustrated  in  Fig.  8. 
The  railroad  tracks  are  usually  placed  at  a  standard  dis 
tance,  centre  to  centre,  throughout  the  plant,  except  at  the 
pit  where  they  are  spread  out  to  give  room  for  the  grab 
bucket  to  dig  the  coal  between  them. 

A  semi-circular  reserve  coal  storage  plant  of  about 
55,000  tons  capacity  located  directly  adjacent  to  a  boiler 
room  is  shown  in  Fig.  9. 

The  coal  cars  come  in  on  two  railroad  tracks  and 
there  are  two  sets  of  track  hoppers  quite  widely  sep- 


650 


HANDLING   AND   STORING  COAL 


o 

t/5 


CENTRAL  STORAGE   PLANTS 


651 


aratcd  so  as  to  give  considerable  room  for  shifting  cars 
between  them.  This  arrangement  allows  four  cars  to 
be  handled  at  one  time,  thus  making  it  easy  to  unload 
the  coal  at  the  desired  rate.  Underneath  each  set  of  track 
hoppers  are  two  double  reciprocating  feeders;  that  is, 
one  under  each  track,  each  double  feeder  delivering  to 
an  apron  conveyor  which  runs  over  to  one  side  and 
delivers  the  coal  to  a  crusher. 

After  passing  through  the  crusher  the  coal  goes  to 
(light  conveyors  of  the  double  strand  roller  chain  type, 
delivering  at  the  upper  end  to  two  (light  conveyors  run 
ning  at  right  angles  to  the  tracks  and  discharging  into 
the  overhead  coal  bins.  The  overhead  bins  are  located 
between  the  two  sections  of  the  boiler  house  and  under 
neath  the  bins  are  larry  tracks  running  to  Inith  sides  so 
that  the  coal  may  be  drawn  out  of  the  bins  into  the  tarries, 
run  into  the  boiler  room  and  delivered  to  the  stoker  maga- 
zines, 

I'.y  placing  the  bins  between  the  two  sections  of  the 
boiler  room  they  are  made  to  do  double  duty  by  serving 
both  sides,  and  the  length  of  distributing  conveyors  over 
them  is  reduced  to  a  minimum. 

The  coal  destined  for  storage  is  unloaded  into  a  third 
track  hopper  which  feeds  a  digging  pit  from  which  it  is 
taken  by  a  grab  bucket  and  distributed  by  a  locomotive 
crane.  When  reclaiming  is  done  the  coal  is  picked  up 
from  the  pile  by  the  locomotive  crane  and  delivered  to 
one  of  the  first  mentioned  track  hoppers. 

In  another  arrangement  there  are  also  double  tracks  and 
two  pairs  of  double-track  hoppers  under  each  track  so  that 
four  cars  can  be  unloaded  at  one  time;  the  track  hoppers 
are,  however,  all  close  together.  The  coal  is  fed  by  re 
ciprocating  feeders  to  crushers  and  then  goes  to  one  of 
two  inclined  (light  conveyors  running  at  right  angles  to 
the  track  and  delivering  at  the  end  either  to  two  inclined 
belt  conveyors  to  the  overhead  bin  or  to  conical  piles  on 
the  ground  from  which  the  coal  is  picked  up  by  a  grab 
bucket  operated  by  a  locomotive  crane  and  spread  over 
the  storage  area. 

It  will  be  noted  that  by  delivering  the  coal  to  piles 
above  ground,  from  which  it  can  be  distributed  by  the 
crane,  the  digging  pit  may  be  eliminated.  When  the  coal 
is  to  be  reclaimed  it  is  handled  by  the  crane  back  to  a 
feeding  hopper  over  the  foot  of  the  inclined  belt  con 
veyors  and  the  inclined  machines  take  it  up  and  deliver 
it  to  the  distributing  belt  conveyors  which  distribute  it  in 
the  overhead  bin. 

A  50,000-ton  bituminous  circular  coal  storage  at  one 
end  of  a  large  briquet  making  plant  and  a  60,000-ton  Dodge 
storage  plant  for  the  finished  briquets  at  the  other  end  of 
the  plant  are  shown  in  Fig.  10.  Since  it  is  only  the  small 
sized  coal  that  is  used  for  making  briquets  the  large  coal 
is  first  screened  out  and  reloaded  lo  railroad  cars;  screen 
ing  and  loading  is  accomplished  by  a  tipple  equipment 
with  shaking  screens  and  loading  booms.  At  the  receiv 
ing  end  of  the  plant  the  cars  are  brought  in  on  two  rail 
road  tracks  which  pass  over  a  double-track  hopper  and 
are  then  spread  out  and  run  under  the  tipple  building. 

The  coal  is  discharged  from  the  cars  into  the  hoppers 
which  deliver  to  an  apron  conveyor  running  up  between 
the  tracks  to  the  head  of  the  tipple  building  and  deliver 
ing  to  either  one  of  two  shaking  screens.  The  lump  coal, 
after  passing  over  the  shaking  screens,  goes  to  one  of  the 
loading  booms  and  is  loaded  into  railroad  cars.  The  coal 
which  passes  through  the  shaking  screens  goes  to  a  belt 
conveyor  which  delivers  either  to  a  gravity  discharge  ele 
vator-conveyor  equipment,  for  distributing  in  overhead 


storage  bins  or  to  a  36-inch  belt  conveyor  running  at  a 
slight  incline  to  the  center  of  the  coal  storage  space. 

At  the  center  of  this  coal  storage  is  a  concrete  silo. 
The  coal  is  discharged  from  the  end  of  the  belt  con 
veyor  to  a  pile  outside  the  silo  from  which  a  locomotive 
crane  digs  it  with  a  grab  bucket  and  spreads  it  over  the 
storage  area.  When  the  coal  is  reclaimed  it  is  picked  up 
by  the  grab  bucket  and  is  deposited  on  the  pile  along 
side  the  silo;  from  there  it  flows  through  an  opening  in 
the  silo  into  the  foot  of  a  double  strand  gravity  discharge 
elevator  with  30-inch  x  15-inch  buckets  attached  to  a 
double  strand  of  12-inch  pitch  steel  strap  roller  chain. 
This  elevator  delivers  the  coal  back  to  the  belt  conveyor 
which  in  turn  delivers  it  to  the  elevator-conveyor  serving 
the  overhead  storage  bin. 

At  the  other  end  of  the  plant  is  a  cross  flight  conveyor 
which  delivers  the  briquets  either  to  the  loading  booms 
for  loading  into  railroad  cars,  or  to  the  carrying  run  of 
a  Dodge  trimmer  conveyor  which  takes  them  out  and  up 
the  inclined  trimmer  truss  and  delivers  them  in  the  usual 
manner  to  the  Dodge  storage  pile.  This  pile  contains, 
when  full,  60,000  tons  of  briquets.  All  the  above  con 
veyors  are  designed  for  capacity  of  200  tons  an  hour  ex 
cept  the  apron  conveyor  which  handles  the  run-of-mine 
coal  from  the  track  hoppers  up  into  the  tipple  building 
and  which  is  designed  for  a  capacity  of  300  tons  an  hour. 

This  plant  is  designed  for  future  extensions  in  the  di 
rection  away  from  the  railroad  tracks,  the  storage  building 
at  the  receiving  end  and  the  flight  conveyor  equipment 
at  the  delivery  end  being  designed  for  extension  sufficient 
for  the  addition  of  three  briquet  making  buildings. 

One  of  the  most  interesting  bituminous  coal  storage 
plants  is  that  at  the  Old  Hickory  powder  plant  built  by 
the  government  near  Nashville,  Tenn.  This  plant  is  shown 
in  Fig.  11. 

After  considering  various  arrangements  for  storing  and 
reclaiming  the  coal  it  was  decided  to  adopt  the  circular 
storage  system  with  two  locomotive  cranes  of  110- ft. 
radius,  and  use  two  points  of  delivery  from  the  conveyor 
system  so  that  the  cranes  could  pick  the  coal  up  from 
each  point  and  spread  it  over  two  circular  storage  areas, 
and  then  arrange  the  conveyors  so  that  the  coal  could  be 
handled  back  by  the  cranes  and  again  be  delivered  to  the 
conveyors  at  these  central  points.  These  two  circular 
storage  plants  titled  nicely  in  the  space  between  the  rail 
road  sidings  and  the  overhead  coal  bin  at  the  boiler  room, 
and  by  piling  the  coal  16  ft.  deep  the  required  100,000  tons 
storage  was  obtained  without  covering  the  crane  tracks. 

Taking  the  conveyors  from  the  railroad  tracks  to  the 
boiler  room  storage  bin  as  the  center  line  of  the  plant,  it 
should  be  noted  that  there  is  a  set  of  track  hoppers  on 
each  side  of  the  center  line,  one  set  under  the  center 
track  and  the  inside  track,  and  the  other  under  the  center 
track  and  the  outside  track.  These  hoppers  are  large 
enough  for  four  railroad  cars  to  be  placed  over  each  set 
at  one  time,  making  a  total  of  eight  cars  which  can  be 
placed  at  the  same  time.  The  coal  is  fed  from  the  track 
hoppers  to  the  crushers  by  apron  feeders.  Underneath  each 
crusher  is  an  inclined  belt  conveyor  running  up  to  a 
feeding  point  for  feeding  to  either  of  the  duplicate  belt 
conveyor  lines  running  to  the  distributing  point  of  the 
first  circular  storage  unit. 

At  this  distributing  point  is  a  circular  concrete  tower, 
or  silo,  which  serves  as  a  support  for  the  heads  of  the 
first  pair  of  belt  conveyors  and  protects  the  lower  ends  of 
the  second  set  of  belt  conveyors  and  the  chutes  and 
feeders  for  delivering  the  coal  out  into  the  storage  pile 


652 


HANDLING  AND  STORING  COAL 


for  distribution  by  the  locomotive  crane,  and  for  feeding 
it  back  from  the  storage  to  the  second  set  of  belt  con 
veyors.  If  the  coal  is  going  directly  through  to  the 
boiler  room  bin,  it  is  delivered  from  the  first  to  the 
second  set  of  belt  conveyors  by  chutes.  There  are  other 
chutes  for  delivering  outside  the  silo  on  either  side  to  the 
piles  in  the  outside  storage.  From  the  first  silo  the  second 
pair  of  belt  conveyors  conveys  the  coal  up  an  incline  to 
the  second  silo  at  the  center  of  the  second  circular  storage 
unit  and  here  the  coal  is  either  delivered  to  the  third 
pair  of  belt  conveyors,  or  to  the  second  outside  storage 
pile.  The  third  pair  of  belt  conveyors  are  inclined  so 
that  they  lead  up  to  the  top  of  the  overhead  bin  at  the 
center,  and  here  the  coal  is  delivered  by  a  system  of 
chutes  to  two  pairs  of  distributing  belt  conveyors  run 
ning  to  each  end  of  the  overhead  bin  and  distributing  the 
coal  along  the  full  length  of  the  bin. 

A  coal  storage  plant  of  a  large  manufacturing  com 
pany  is  shown  in  Fig.  12.  A  locomotive  crane  unloads 
the  coal  from  the  boats  and  discharges  it  into  a  receiving 
hopper  which  feeds  pivoted  bucket  carriers  that  deliver 
to  an  overhead  transfer  bin.  From  this  bin  the  coal  is 
either  fed  to  the  cable  car  system  for  distribution  to 
storage  or  it  is  delivered  by  gravity  direct  to  railroad  cars. 
There  is  also  a  coal  crushing  equipment  so  that  the  coal 
may  be  stored  either  as  run-of-mine  or  as  crushed  coal; 
it  is  interesting  to  note  that  while  there  have  been  fires 
in  the  run-of-mine  coal  there  have  been  no  fires  in  the 
coal  which  was  stored  crushed.  The  coal  is  spread  out 
and  reclaimed  in  the  same  manner  as  at  the  plant  next 
described. 

The  storage  plant  of  the  New  York  Edison  Company 
at  Shadyside,  N.  J.,  is  shown  in  Fig.  13.  It  has  a  storage 
capacity  of  225,000  tons  of  bituminous  coal.  The  coal  is 
unloaded  from  boats  by  a  hoisting  tower  equipped  with 
a  grab  bucket  and  is  delivered  to  the  cars  of  a  cable  rail 
way.  The  cable  railway  has  a  long  straight  run  on  a 
trestle  through  the  center  of  the  storage  area  and  the  cars 
dump  the  coal  under  this  trestle.  There  are  two  100-ft. 
radius  locomotive  cranes  equipped  with  S-yd.  buckets  and 
these  cranes  pick  the  coal  up  from  underneath  the  trestle 
and  distribute  it  over  the  storage  area  as  shown  in  the 
photograph.  Each  crane  has  a  rated  capacity  of  200  tons 
per  hour  and  in  a  test  made  by  U.  S.  Government  officials 
each  of  the  cranes  averaged  240  tons  an  hour  for  a  ten- 
hour  run.  \Yhen  the  coal  is  reclaimed,  it  is  picked  up 
by  the  crane  buckets  and  is  delivered  to  a  feeding  hopper 
which  can  be  moved  along  the  line  of  cable  cars  which 
take  the  coal  back  to  the  wharf  for  shipment  to  the  power 
plants  in  New  York  City. 

A  50,000-ton  storage  plant  for  bituminous  coal,  located 
between  a  water  front  and  a  power  house,  is  shown  in  Fig. 
14.  The  coal  is  unloaded  from  the  boats  by  a  grab  bucket 
operated  from  a  hoisting  tower.  In  the  latter  is  a  crusher 
and  as  the  coal  is  crushed  it  goes  to  an  inclined  belt  con 
veyor  which  is  supported  a  little  above  the  ground  level. 
This  belt  conveyor  is  at  the  center  of  the  storage  pile  and 
carries  the  coal  either  to  a  second  inclined  belt  going 
up  to  the  top  of  the  overhead  bin  in  the  boiler  room  or  to 
one  of  the  two  distributing  flight  conveyors  running  length 
wise  of  the  storage  pile.  The  coal  can  thus  be  sent  either 
direct  to  the  power  plant  or  to  the  storage  pile  by  the 
flight  conveyors. 

For  spreading  the  coal  further  in  the  storage  pile  there 
s  a  70-ft.  radius  locomotive  crane  equipped  with  a  2-yd. 
bucket.  The  crane  runs  on  9-ft.  gage  tracks  but  otherwise 
is  very  similar  to  a  standard  gage  crane  and  is  not  much 


more  expensive,  so  that  it  is  a  much  cheaper  machine 
than  the  long  radius  cranes  used  in  the  plants  previously 
described.  The  coal  is  spread  over  the  storage  area  so  as 
to  obtain  the  50,000  tons  with  the  pile  15  ft.  deep.  When 
the  coal  is  to  be  reloaded  for  the  power  plant  it  is  re 
claimed  by  the  crane  and  delivered  back  to  the  flight  con 
veyors,  which  deliver  to  the  inclined  belt  to  the  power 
plant. 

It  will  be  noticed  that  the  boat  unloading  tower  does 
not  need  to  be  very  high  as  it  lifts  the  coal  only  far 
enough  to  deliver  it  to  the  crusher  from  which  it  feeds 
to  the  inclined  belt  conveyor  just  above  the  ground  level. 
A  low  tower  of  this  kind,  can,  of  course,  be  built  much 
lighter  and  at  much  less  expense  than  a  high  tower  and 
the  handling  capacity  and  safety  is  greater  on  account  of 
the  lower  lift  of  the  bucket.  The  plant  can  be  operated 
by  a  minimum  number  of  men,  and  in  many  cases  the 
tower  and  locomotive  crane  may  be  operated  by  the  same 
man,  since  it  would  not  be  necessary  to  operate  both  at 
the  same  time. 

A  photographic  view  of  a  rotating  bridge  tramway,  with 
a  grab  bucket  traveling  back  and  forth  on  the  bridge, 
this  bucket  being  handled  by  cables  winding  on  drums 
in  the  machinery  house,  is  shown  in  Fig.  15.  The  coal  is 
discharged  from  the  railroad  cars  to  a  hopper  at  the  center 
of  rotation  of  the  bridge,  from  which  it  is  picked  up  by 
the  grab  bucket  and  is  spread  over  the  circular  storage 
area  served  by  the  bridge.  The  span  of  the  bridge  is 
280  ft.,  and  50,000  tons  of  coal  may  be  stored,  piled  30 
ft.  high  with  an  opening  left  for  the  railroad  tracks 
through  the  center  of  the  pile.  When  reclaiming,  the 
bucket  picks  the  coal  up  from  the  storage  area  and  de 
livers  it  to  the  railroad  cars. 

Bridge  tramways  which  move  longitudinally  instead  of 
rotating  are  used  extensively  for  storing  coal,  as  well  as  ore 
and  other  materials.  In  the  plant  illustrated,  Fig.  16,  the 
bridges  are  each  equipped  with  5j4-ton  buckets,  operated 
by  wire  rope  and  controlled  by  an  operator  at  a  fixed  point. 
The  coal  is  unloaded  from  lake  steamers  and  is  stored  for 
distribution  by  rail.  Since  the  steamers  are  designed  for 
rapid  unloading,  with  almost  the  whole  deck  removable,  a 
remarkably  high  rate  of  handling  can  be  obtained  in  un 
loading  the  coal  from  the  boats  with  the  bridge  equipment. 
In  the  Stuart  system,  of  coal  storage  described  herewith 
the  coal  is  unloaded  from  the  railroad  cars  and  delivered 
to  a  belt  conveyor  located  in  a  trench  running  longitudinally 
through  the  center  of  the  storage  area.  This  belt 
conveyor  is  equipped  with  a  high  tripper,  which  de 
livers  to  a  short  belt  conveyor  running  at  right  angles  and 
arranged  so  that  it  can  be  used  on  either  side  of  the  main 
belt,  this  combination  being  known  as  a  stacker,  and  serv 
ing  to  stack  the  coal  up  on  either  side  of  the  main  belt 
conveyor.  The  stacker  is  shown  in  Fig.  18. 

For  reclaiming  the  coal  from  the  storage  area  a  special 
type  of  reclaimer  shown  in  Fig.  17  is  used.  It  consists  of  a 
belt  or  apron  conveyor,  traveling  on  the  same  tracks  on 
which  the  stacker  travels,  and  arranged  so  that  it  can 
pivot  around  the  truck  which  travels  on  the  track.  On 
the  outer  end  of  the  machine  is  a  plow  which  is  pushed 
into  the  coal  pile  by  a  tractor  which  supports  this  end  of 
the  reclaimer.  This  plow  is  forced  in  under  the  coal,  which 
slides  up  and  over  onto  the  conveyor,  which  takes  it  up 
an  incline  and  delivers  it  to  the  main  belt  conveyor,  from 
which  it  can  be  transferred  to  any  point  desired,  the  trans 
fer  in  the  case  illustrated  being  to  a  locomotive  coaling 
station  located  in  the  center  of  a  railroad  yard.  The 
storage  space  in  this  case  is  80  ft.  by  440  ft.  on  each 


COAL  AND  ASH  HANDLING  EQUIPMENT  FOR  BOILER  HOUSES 


653 


side  of  the  main  belt,  the  coal  storage  capacity  possihly 
being  30,000  tons.  The  capacity  of  the  stacking  machine 
is  from  250  to  300  tons  an  hour,  and  the  reclaimer  is 


initial  pile  along  each  side  of  the  main  belt  conveyor,  and 
then  use  a  locomotive  crane  for  spreading  and  reclaiming 
the  coal.  The  locomotive  crane  fills  in  the  area  between  its 


Fig.  17 — A   Pivoted   Bridge   Carries   the  Reclaiming   Conveyor 


Fig.  18 — The  Stacker  May  Be  Used  for  Storing  or  Coaling  Locomotives 


capable  of  handling  the  coal  back  to  the  belt  conveyor  at 
about  the  same  rate. 

Some  coal  storage  plants  somewhat  similar  to  the  Stuart 
system    use   a   belt   conveyor   stacker  only   for  making  an 


tracks  and  the  belt  conveyor,  and  also  covers  a  large  space 
outside  the  tracks.  In  this  way  a  very  large  area  can  be 
covered.  When  reclaiming  the  crane  can  handle  the  coal 
back  to  the  belt  conveyor  or  direct  to  railroad  cars. 


Coal  and  Ash  Handling  Equipment  for  Boiler  Houses 


Fuel  is  the  largest  item  of  expense  in  the  cost  of  gen 
erating  power  in  a  steam  power  plant  and  the  cost  of 
handling  this  fuel,  and  the  resulting  ashes  are  also  impor 
tant  items  especially  in  a  large  plant.  The  hand  firing 
of  coal  to  the  boiler  furnaces  is  being  rapidly  replaced  by 
the  use  of  mechanical  stokers,  and  hand  methods  of  han 
dling  and  storing  coal  and  ashes  are  also  rapidly  disappear 
ing. 

In  arranging  for  a  coal  supply  for  a  boiler  room,  it  is 
customary  to  store  at  least  a  part  of  the  coal  in  an  over 
head  bin,  either  directly  in  front  of  the  boilers,  so  that  it 
can  be  delivered  by  gravity  to  the  stoker  magazines  or  at 
some  convenient  point,  frequently  the  end  of  the  firing  aisle 
or  aisles,  so  that  it  can  be  transferred  to  the  stoker  maga 
zines  by  means  of  a  traveling  weighing  hopper  or  larry,  or 
sometimes  of  a  conveyor.  In  addition  to  this  active  over 
head  storage,  it  is  usual  to  provide  reserve  storage,  which 
will  insure  a  supply  of  coal  under  all  ordinary  conditions 
and  make  it  possible  to  take  care  of  a  quantity  of  coal, 


when  it  can  be  obtained  most  advantageously,  thereby  avoid 
ing  the  necessity  of  purchasing  it  under  adverse  conditions 
of  supply  or  delivery.  Since  the  overhead  bin  type  of 
storage  is  expensive  to  build,  it  is  usually  made  large 
enough  for  only  three  or  four  days'  supply  and  in  some 
cases  even  for  a  shorter  period.  The  reserve  storage, 
usually  an  outside  ground  storage  pile,  is  frequently  made 
large  enough  to  furnish  a  supply  for  several  months  or 
sometimes  even  for  a  year  or  so. 

In  order  to  obtain  the  best  efficiency  and  most  satisfac 
tory  operation  of  mechanical  stokers  it  is  necessary  to  get 
rid  of  all  large  lumps  of  coal,  and  this  is  ordinarily  done 
by  means  of  a  crusher.  The  crushers  are  usually  placed 
at  the  point  where  the  coal  is  unloaded,  and  to  make  them 
operate  satisfactorily  the  coal  should  be  fed  to  them  regu 
larly,  this  being  done  usually  by  means  of  a  reciprocating 
feeder  or  an  apron  feeder. 

Since  the  active  storage  is  used  almost  constantly,  it 
justifies  considerable  investment  in  order  to  keep  the  cost 


654 


HANDLING   AND   STORING  COAL 


COAL  AND  ASH  HANDLING  EQUIPMENT  FOR  BOILER  HOUSES 


655 


of  handling  the  coal  down  to  a  minimum.  The  amount  of 
expense  justified  for  the  reserve  storage  handling  equip 
ment  depends  upon  the  amount  of  coal  to  be  handled  by 
it  during  the  year. 

In  some  cases  the  reserve  storage  is  designed  almost 
entirely  as  an  insurance  against  coal  shortage,  and  is  active 
only  in  cases  of  necessity  so  that  a  comparatively  small 
amount  of  coal  is  handled  each  year  and  there  is,  therefore, 
not  a  great  deal  of  saving  possible  in  the  yearly  cost  of 
handling.  In  other  cases  the  reserve  storage  is  designed 
as  a  regular  supply  for  the  winter  season— from  three  to 
six  months — so  that  it  will  be  filled  and  emptied  once  a 
year,  and  may  lie  called  upon  more  or  less  all  through  the 
year  if  coal  is  not  received  regularly.  In  such  cases  the 
yearly  amount  handled  is  frequently  large  so  that  a  saving 
of  a  few  cents  in  the  cost  of  handling  each  ton  may  mean 
a  large  yearly  saving  and  justifies  a  comparatively  expen 
sive  handling  equipment  in  order  to  accomplish  this  saving. 

Equipment  for  Large  Central  Power 
Stations 

Most  large  central  power  stations  are  built  on  the  banks 
of  a  river,  or  on  some  other  waterway,  partly  because  an 
ample  supply  of  condensing  water  is  essential  to  economical 
operation,  and  partly  because  of  the  possibility  of  receiving 
coal  by  water.  The  greater  part  of  the  coal  in  such 
cases  is  received  in  boats,  so  that  the  main  coal  handling 
equipment  is  for  unloading  the  coal  from  boats,  though 
provision  is  usually  made  for  also  receiving  it  by  rail  and 
equipment  for  handling  from  cars  is  provided. 

The  usual  method  of  unloading  coal  from  boats  is  by 
means  of  a  grab  bucket,  handled  usually  by  a  high  speed 
hoisting  tower,  though  in  some  cases  a  locomotive  crane 
or  some  type  of  a  bridge  tramway  is  used. 

Most  of  the  recent  hoisting  towers  are  electrically 
operated,  and  they  are  one-man  towers ;  that  is,  the  ma 
chinery  is  entirely  under  control  of  a  single  operator.  The 
grab  bucket  usually  delivers  the  coal  to  a  feeding  hopper, 
equipped  with  an  automatic  feeder  of  the  reciprocating 
or  apron  type,  which  feeds  the  coal  to  a  coal  crusher. 
With  the  high  tower  type,  the  coal  is  elevated  by  the 
grab  bucket  to  a  sufficient  height  so  that  after  passing 
through  the  crusher  it  can  go  directly  into  the  horizontal 
distributing  system,  which  distributes  the  coal  in  the  over 
head  bins.  When  the  low  tower  type  is  used,  the  crusher  is 
set  at  a  lower  level,  and  the  coal  after  passing  through 
the  crusher  goes  to  an  elevator  or  inclined  conveyor  of 
the  Ix-lt  or  flight  type,  and  it  is  then  conveyed  to  the 
distributing  system  over  the  bin. 

The  machines  ordinarily  used  for  distributing  the  coal 
in  the  bins  are  belt  conveyors,  flight  conveyors,  and  cable 
railways.  Cable  railways  arc  low  in  cost  of  installation 
and  maintenance  and  extremely  flexible  in  application,  being 
capable  of  traveling  around  in  loops  over  several  bins, 
regardless  of  where  they  are  located.  They  are  not  so 
automatic  in  their  operation  as  the  conveyors  and  require 
more  men  to  operate.  The  automatic  railway  is  also  used 
in  some  places.  This  is  similar  to  a  cable  railway,  but 
is  operated  by  gravity  and  the  cars  are  self-dumping. 
Where  the  low  type  unloading  tower  is  used  conveyors 
are  nearly  always  employed,  since  they  can  be  used  for 
taking  the  coal  up  to  the  bin,  as  well  as  distributing  it  in 
the  bin  and  are  practically  automatic. 

A  coal  handling  equipment  for  a  large  central  power 
station  is  necessarily  of  large  capacity,  and  even  then  it 
is  usually  necessary  to  operate  it  only  for  a  few  hours 


(.•ifh  day  in  order  to  keep  the  station  supplied  with  coal. 
A  separate  ash  handling  equipment  is,  therefore,  practically 
always  installed  in  a  large  station,  and  some  form  of  car 
which  can  be  run  under  the  ash  hoppers  is  the  most 
common  type  of  equipment  for  this  work.  In  some  cases 
these  cars  arc  pushed  by  hand,  but  they  are  usually  elec 
trically  operated.  Sometimes  the  railroad  cars  are  run 
into  the  basement  of  the  boiler  room,  and  the  ashes  are 
delivered  from  the  ash  hoppers  direct  to  them.  For 
elevating  the  ashes  to  an  overhead  bin,  the  skip  hoist 
is  the  usual  method  employed. 

A  central  power  station  provided  with  both  a  low  and  a 
high  tower  receiving  coal  from  boats  is  shown  in  Fig.  1. 
The  grab  bucket  picks  up  the  coal  from  the  boat,  elevates 
it  and  delivers  it  to  the  receiving  hopper.  From  the  re 
ceiving  hopper,  it  is  fed  by  means  of  a  reciprocating  feeder 
to  a  screening  chute  leading  to  the  coal  crusher.  The  line 
coal  passes  through  the  screen  openings  and  is  directed  by 
another  chute  into  the  gathering  hopper  underneath  the 
crusher,  and  the  large  coal  is  delivered  to  the  crusher  to 
be  reduced  to  the  proper  sixe.  After  passing  through  the 
crusher  the  coal  is  delivered  through  a  chute  to  the  foot 
of  a  continuous  bucket  elevator,  which  elevates  it  and 
delivers  it  to  a  belt  conveyor  running  across  a  bridge  to 
the  power  plant,  and  delivering  it  to  the  distributing  sys 
tem  which  distributes  the  coal  in  the  bins. 

Sometimes  it  is  convenient  to  receive  the  coal  both  by 
rail  and  by  water.  In  a  layout  of  this  character  the  coal 
which  is  unloaded  from  boats  is  frequently  transferred  to 
the  plant  by  a  cable  railway,  the  coal  being  delivered  to 
the  cable  cars  from  the*  unloading  towers  and  discharged 
from  the  cable  cars  to  the  foot  of  an  elevator. 

Coal  received  by  rail  may  be  delivered  to  the  same  eleva 
tor  through  a  track  hopper.  From  the  elevator  the  coal  is 
usually  delivered  to  flight  conveyors  which  distribute  the 
coal  to  the  overhead  bins. 

In  another  large  plant  located  on  the  water  front  the 
coal  is  unloaded  from  boats  by  means  of  a  low  type  tower 
as  shown  in  Fig.  2.  The  coal  is  passed  through  a  crusher 
and  is  delivered  to  a  30-in.  inclined  belt  conveyor  450 
ft.  long,  which  elevates  it  and  distributes  it  to  overhead 
bins.  The  crusher  is  capable  of  handling  coal  at  the 
rate  of  over  200  tons  an  hour.  The  coal  is  weighed  while 
in  transit  by  means  of  a  belt  conveyor  weigher. 

A  power  plant  somewhat  similar  to  the  one  just  described 
is  shown  in  Fig.  3.  A  low  type  tower  is  employed  for 
handling  a  grab  bucket  which  is  of  1^-ton  capacity.  This 
tower  is  equipped  with  a  coal  crusher  and  an  automatic 
scales  for  weighing  the  coal  before  it  is  delivered  to  the 
belt  conveyor.  One  belt  conveyor  takes  the  coal  up  the 
incline  and  delivers  it  to  a  second  horizontal  belt  conveyor 
which  distributes  the  coal  in  the  overhead  bins. 

Provision  is  also  made  at  the  coal  tower  for  receiving 
coal  from  railroad  cars  and  elevating  and  delivering  it  to  the 
crusher.  This  equipment  consists  of  a  gravity  discharge  el 
evator,  with  an  apron  feeder  at  the  foot  for  feeding  the  coal 
to  it  from  the  track  hopper.  An  overhead  bin  is  provided  in 
the  boiler  room  from  which  the  coal  is  delivered  to  the 
stoker  magazine  by  means  of  a  10-ton  electrically  operated 
weighing  larry.  The  ashes  at  this  plant  are  handled  by 
means  of  a  10-in.  pneumatic  conveyor  system,  the  duct 
of  which  extends  along  the  line  of  the  ash  pits  and  then 
runs  up  to  the  top  of  a  75-ton  circular  storage  tank  outside 
of  the  building. 

A  power  station  with  a  double  high  tower  for  unloading 
coal  from  boats,  and  where  there  is  an  equipment  also 
for  unloading  from  railroad  cars  is  shown  in  Fig.  4.  The 


656 


HANDLING  AND   STORING  COAL 


9 
O 

a 


o 
CO 


- 
- 

1 


COAL  AND  ASH  HANDLING  EQUIPMENT  FOR  BOILER  HOUSES 


657 


grab  buckets  are  elevated  by  the  towers  to  a  height  of 
about  160  ft,  where  they  deliver  to  a  receiving  hopper 
from  which  the  coal  is  fed  to  the  crushers,  and  then  goes 
to  a  belt  conveyor,  which  distributes  it  in  the  overhead 
bin.  The  bin  in  this  case  runs  alongside  the  building 
at  right  angles  to  the  firing  aisles,  and  traveling  weighing 
larries  are  used  to  transfer  the  coal  from  the  bin  to  the 
stocker  magazines. 

Small  and  Moderate  Sized  Boiler  House 
Equipment 

A  boiler  house  in  which  mechanical  stokers  were  used 
several  years  before  a  coal  and  ash  handling  equipment  was 
installed  is  shown  in  Fig.  1.  This  boiler  house  is  located 
in  a  quarry  depression  some  distance  below  the  surround 
ing  ground  level,  and  the  railroad  siding  is  on  a  trestle 
about  30  ft.  above  the  boiler  room  floor  level.  The  siding 
runs  across  one  end  of  the  boiler  house,  and  it  is  possible  to 
store  a  considerable  amount  of  coal  underneath  the  trestle. 

Before  the  coal  handling  equipment  was  installed  the  daily 
supply  was  wheeled  into  the  boiler  room,  the  lumps  broken 
by  hand,  and  the  coal  shoveled  into  the  stoker  magazine. 
The  coal  is  now  handled  by  feeding  it  through  gates  in  the 
walls  of  a  tunnel,  located  underneath  the  ground  storage 
coal  pile,  to  a  drag  chain  feeder  conveyor,  which  feeds  it 
regularly  to  a  crusher.  After  passing  through  the  crusher 
it  goes  into  the  boot  of  a  bucket  elevator,  which  elevates 
it  and  delivers  it  to  a  distributing  flight  conveyor,  which  in 
turns  distributes  it  in  an  overhead  concrete  bin,  and  from 
this  bin  it  is  spouted  by  gravity  direct  to  the  stoker  maga 
zine.  After  the  coal  is  delivered  to  the  feeder  conveyor, 
therefore,  the  handling  and  delivery  to  the  stoker  maga 
zines  is  entirely  automatic. 

This  gives  a  chance  for  a  direct  comparison  between  the 
cost  of  hand  methods  of  taking  coal  into  a  boiler  room  from 
an  outside  storage  and  handling  it  by  hand  to  mechanical 
stokers,  and  of  doing  the  same  work  by  mechanical  means. 
This  boiler  room  contains  six  boilers  of  a  total  normal 
horse  power  rating  of  1,530,  the  overhead  bin  in  this  case  be 
ing  supported  partly  on  the  outside  boiler  room  wall  and 
partly  on  concrete  columns.  The  amount  of  coal  used  per 
day  averages  about  60  tons,  and  the  coal  handling  machinery 
has  a  capacity  of  30  tons  per  hour.  The  overhead  bin  holds 
250  tons,  or  about  four  days'  supply. 

The  saving  in  the  cost  of  handling  the  coal  has  been  quite 
striking.  Before  the  installation  of  the  mechanical  coal 
handling  equipment  three  firemen  and  three  coal  and  ash 
wheelers  were  required  on  each  12-hour  shift,  or  a  total  of 
12  men  per  day  divided  into  two  shifts.  Since  the  installa 
tion  of  the  mechanical  coal  handling  equipment  this  number 
has  been  reduced  to  one  stoker  operator  and  one  ash  wheeler 
for  each  shift,  or  a  total  of  four  men  per  day  divided  into 
two  shifts.  This  makes  a  saving  of  8  men  per  day,  each 
working  12-hour  shifts,  so  that  the  actual  saving  in  cost  of 
labor  would  be  as  follows : 

Four  firemen  @  40c.  per  hr.  for  12  br.  per  day.  Savins  per  day 
$19.20. 

Four  coal  wheelers  @  30c.  per  hr.  for  12  hr.  per  day.  Saving 
per  day  $14. 4O. 

Total  saving  per  day  $33.60. 

For  365  days  per  year  at  $33.60  per  day  there  would  be  a 
saving  in  the  cost  of  labor  of  $12,264.  The  total  cost  of  the 
installation  of  the  overhead  bin  and  the  machinery  equip 
ment  was  about  $15,000,  even  at  the  high  prices  prevailing 
during  the  war,  so  that  the  saving  obtained  probably  paid 
for  this  installation  in  a  year  and  a  half  or  two  years.  The 
power  cost  has  been  small,  as  it  always  is  in  handling  coal 
mechanically. 


Up  to  the  present  time  there  has  been  practically  no  main 
tenance  cost;  if  the  machinery  is  properly  taken  care  of  this 
maintenance  cost  should  be  quite  low,  probably  not  over  an 
average  of  $300  or  $400  per  year  for  an  indefinite  period, 
and  with  replacements  of  certain  parts  at  the  proper  time 
there  should  be  no  necessity  of  a  general  rebuilding  of  the 
whole  equipment ;  i.  e.,  this  rebuilding  is  done  piecemeal 
when  necessary  and  is  considered  as  maintenance  cost.  The 
concrete  bin  is  practically  everlasting,  so  that  the  deprecia 
tion  should  be  \ery  slight. 

A  rather  novel  method  was  adopted  at  this  plant  for  ob 
taining  additional  reserve  coal  storage.  There  is  a  lower 
level  in  an  old  quarry  quite  close  to  the  boiler  house,  this 
lower  level  usually  containing  more  or  less  water.  It  oc 
curred  to  the  management  that  additional  storage  of  the 
submerged  type  could  be  obtained  at  the  bottom  of  this 
quarry  hole,  and  the  scheme  adopted  for  delivering  the  coal 
to  the  quarry  hole  was  to  handle  it  by  the  conveyor  system 
and  deliver  it  from  the  distributing  flight  conveyor  to  a 
chute,  extending  over  the  boiler  house  roof  and  over  the 
edge  of  the  quarry.  It  was  not  possible,  however,  to  make 
the  chute  steep  enough  so  that  the  coal  would  slide  down  it 
without  help;  this  difficulty  was  overcome  by  flushing  the 
coal  down  the  chute  by  water ;  this  made  a  very  economical 
method  of  transferring  the  coal.  In  removing  the  coal  from 
the  quarry  the  water  is  pumped  out  and  the  coal  elevated 
to  the  upper  level  by  means  of  an  inclined  cable  haul. 

An  equipment  for  a  boiler  house  using  about  20  tons  per 
day  is  shown  in  Fig.  2.  The  storage  capacity  in  the  outside 
pile  is  about  600  tons,  or  30  days'  supply,  and  it  is  served  by 
a  gravity  discharge  elevator  conveyor  encircling  the  pile, 
with  the  lower  end  in  a  tunnel  underneath  so  that  the  in 
coming  coal  can  be  taken  from  the  track  hopper  and  de 
livered  to  storage  from  the  upper  run  or  coal  can  be  taken 
from  the  storage  by  means  of  gates  and  chutes  to  the  lower 
run  of  the  machine.  There  is  also  a  flight  conveyor  run 
ning  into  the  boiler  room  which  delivers  the  coal  through 
chutes  to  the  floor  in  front  of  the  boilers  which  are  hand- 
fired.  This  conveyor  receives  its  coal  from  the  upper  run 
of  the  gravity  discharge  machine. 

A  carrier  equipped  boiler  house  is  shown  in  Fig  3.  This 
is  designed  for  six  600  h.p.  boilers  set  in  batteries  of  two 
and  equipped  with  mechanical  stokers,  with  short  extended 
furnaces.  Each  battery  of  boilers  takes  up  a  length  of  31 
ft.  6  in.,  and  there  is  a  6-ft.  space  between  each  two  bat 
teries.  The  building  is  about  135  ft.  long,  and  the  front 
part  is  high  enough  to  accommodate  a  1,300-ton  overhead 
steel  bin  of  the  suspension  type,  with  spouts  direct  to  the 
stoker  magazine.  At  one  end  of  the  bin,  and  also  inside  the 
building,  is  a  100-ton  overhead  ash  bin  with  spouts  leading 
out  to  railroad  cars  on  the  siding. 

The  rear  of  the  boiler  room  is  built  with  a  sloping  roof 
(that  is,  one  of  the  lean-to  type),  and  is  considerably  lower 
than  the  front  of  the  building.  The  bin  is  supported  on 
steel  columns  set  28  ft.  center  to  center  sideways,  and  19  ft. 
center  to  center  longitudinally.  The  bottom  of  the  bin  is 
22  ft.  above  the  floor ;  the  bin  is  18  ft.  deep  to  the  top  of 
the  girders,  and  the  crossbeams  which  support  the  conveyor 
are  12  ft.  above  this  point.  Light  roof  trusses  span  the  col 
umns  at  a  height  of  6  ft.  6  in.  above  the  crossbeams.  This 
makes  the  caves  about  67  ft.  above  the  floor  level,  whereas 
the  eaves  at  the  rear  wall  of  the  lean-to  are  only  31  ft.  above 
the  floor  level.  The  total  width  of  the  building,  center  to 
center  of  the  columns,  is  50  ft. 

The  railroad  track  comes  in  at  the  level  of  the  boiler 
room  floor.  This  track  runs  at  an  angle  of  about  20  deg. 
with  the  side  of  the  building  and  comes  quite  close  to  one 


658 


HANDLING  AND   STORING  COAL 


COAL  AND  ASH  HANDLING  EQUIPMENT  FOR  BOILER  HOUSES 


659 


corner.  The  track  hopper  is  located  in  this  corner,  and, 
since  the  siding  is  a  dead-end  one  with  little  room  for  shift 
ing  cars,  it  was  especially  desirable  that  the  track  hopper 
should  he  made  large  enough  to  unload  the  largest  cars 
without  moving  them.  Since,  therefore,  the  over-all  dimen 
sion  from  the  outside  of  the  doors  for  the  140,000-lh.  coal 
cars  is  about  22  ft.,  it  was  decided  to  make  the  track  hop 
per  22  ft.  long  by  12  ft.  wide. 

The  coal  and  ash  handling  equipment  consists  of  a  double 
reciprocating  feeder  underneath  the  track  hopper,  an  apron 
conveyor  to  tin.  crusher  which  is  located  directly  over  the 
carrier,  a  two-roll  crusher,  and  a  24  in.  x  24  in.  pivoted 
bucket  carrier  following  a  rectangular  path  and  having  hori 
zontal  centers  of  131  ft.  and  vertical  centers  of  61  ft.  This 
carrier  encircles  the  overhead  bin  and  has  the  lower  run  in 
a  tunnel,  or  basement,  below  the  boiler  room  floor  so  that 
the  ashes  can  be  handled  entirely  in  the  basement.  This 
equipment  has  a  capacity  of  60  tons  of  coal  per  hour,  or  an 
equivalent  volume  of  ashes  with  the  carrier  running  at  a 
speed  of  only  45  ft.  per  min.  There  are  three  electric 
motors  for  driving  the  machinery,  a  5  b.p.  motor  for  the 
double  reciprocating  feeder,  a  15  h.p.  motor  for  the  apron 
conveyor  and  crusher,  and  a  10  h.p.  motor  for  the  carrier. 

The  ccal  is  dropped  through  the  hopper  doors  of  the  rail 
road  cars  into  the  track  hopper,  from  which  it  is  fed  to  the 
apron  conveyor  by  the  double-reciprocating  feedtr.  The 
apron  conveyor  then  delivers  it  to  the  crusher,  after  which 
it  goes  directly  into  the  carrier  buckets,  which  elevate  it 
and  then  distribute  it  by  means  of  a  tripper  which  tilts  the 
buckets  at  any  desired  point  along  the  horizontal  run,  there 
by  discharging  the  contents  into  the  bin.  From  the  bin  the 
coal  feeds  by  gravity  through  spouts  to  the  stoker  maga- 
/ines.  The  ashes  arc  raked  out  of  the  ash  pits  underneath 
the  furnaces  and  directly  into  the  buckets  of  the  carrier 
on  the  lower  run.  They  are  elevated  and  discharged  into 
the  ash  bin  from  which  they  can  be  delivered  to  railroad  cars 
by  means  of  gates  and  spouts.  The  line  coal  which  sifts 
through  the  upper  part  of  the  stoker  grate  bars  is  deflected 
into  chutes  leading  to  the  lower  run  of  the  carrier.  These 
chutes  are  emptied  at  intervals,  and  the  sittings  are  sent 
back  to  the  overhead  bin.  An  interior  view  of  the  operat 
ing  floor  with  the  overhead  bin  and  the  spouts  to  the  stokers 
is  shown  in  Fig.  4. 

In  some  cases,  usually  where  remodeling  an  old  boiler 
room,  it  is  expensive  to  build  a  basement  underneath  the 
operating  floor,  or  to  raise  the  boilers  to  give  the  same  ef 
fect  ;  in  such  cases  the  lower  run  of  the  carrier  is  some 
times  located  in  a  trench  directly  in  front  of  the  stokers, 
and  just  underneath  the  operating  floor,  the  ashes  then  be 
ing  raked  up  out  of  the  pits  and  fed  through  gratings  to  the 
lower  run  of  the  carrier  hi  the  trench.  An  installment  of 
this  kind  is  shown  in  Fig.  5. 

The  b<-.iler  room  has  seven  750  h.p.  boilers  set  in  bat 
teries  of  two  and  each  equipped  with  stokers.  A  500-ton 
overhead  bin  is  provided  for  the  coal,  with  spoiits  from 
the  bin  to  the  stoker  magazines  through  which  the  coal 
feeds  by  gravity. 

A  pivoted  bucket  carrier  is  the  main  conveyor  for  both 
the  coal  and  ashes,  this  machine  following  a  rectangular 
path  with  the  upper  run  above  the  coal  bin,  and  the  lower 
one  in  a  trench  underneath  the  boiler  room  floor  and  close 
in  front  of  the  ash  pits,  so  that  the  ashes  can  be  raked  or 
shoveled  out  of  the  pits  and  be  delivered  directly  through 
gratings  into  the  carrier  buckets.  For  disposing  of  the 
ashes  there  is  a  small  overhead  steel  bin  outside  the  boiler 
house ;  this  bin  holds  about  10  tons  of  ashes  and  is  arranged 
to  deliver  to  carts.  To  get  the  ashes  out  to  this  bin  there 


is  a  double  strand  drag  chain  ash  conveyor  for  transferring 
trom  the  carrier  to  the  bin  or  to  a  spout  leading  to  railroad 
cars  standing  on  a  trestle  alongside  the  bin.  The  ashes, 
therefore,  can  be  delivered  either  directly  to  railroad  cars 
or  to  the  small  overhead  bin  and  then  to  carts. 

To  provide  additional  ash  storage  and  make  it  possible  to 
load  a  railroad  car  quickly  without  having  it  stand  on  the 
railroad  siding,  the  center  section  of  the  coal  bin  opposite 
the  stack  was  partitioned  off  for  ashes,  thereby  making  an 
ash  bin  having  a  capacity  of  50  tons.  The  ashes  are  put 
into  this  bin  until  it  is  desired  to  load  them  into  the  rail 
road  car;  then  they  are  fed  back  to  the  lower  run  of  the 
carrier  by  mean?  of  chutes,  and  the  carrier  and  drag  chain 
conveyor  handle  and  deliver  them  to  the  railroad  cars. 

The  coal  is  unloaded  from  the  railroad  cars  at  the  cen 
ter  of  the  boiler  room  into  a  10-ft.  6-in.  square  track  hopper 
hung  underneath  the  trestle  stringers.  This  track  hopper 
is  fitted  with  a  reciprocating  feeder  which  delivers  the  coal 
to  a  two-roll  crusher,  crushing  to  a  size  alxjut  4  in.  and 
under.  After  the  coal  passes  through  the  crusher  it  is  han 
dled  by  a  short,  double-strand  flight  conveyor  across  to  the 
lower  run  of  the  carrier  buckets,  these  buckets  then  taking 
it  up  and  distributing  it  in  the  overhead  coal  bin. 

The  overhead  coal  bin  is  of  the  steel  suspension  bunker 
type,  with  the  weight  carried  by  girders  along  the  upper 
edge,  these  girders  being  supported  by  steel  columns.  The 
outside  ash  bin  is  circular  in  shape  with  a  sloping  roof  and 
hopper  bottom.  The  body  is  9  ft.  in  diameter,  the  cylindri 
cal  part  being  5  ft.  high  and  the  conical  part  extending  2 
ft.  6  in.  below  the  cylinder.  It  is  supported  on  steel  angle 
posts  resting  on  concrete  foundations. 

A  boiler  room  in  which  the  coal  and  ashes  are  elevated  by 
pivoted-bucket  carriers,  the  coal  being  delivered  to  roller 
flight  conveyors  running  over  the  bins  at  right  angles  to 
the  carriers,  and  distributing  the  coal  in  these  bins,  is 
shown  in  Fig.  6. 

The  track  hopper  is  18  ft.  long  by  14  ft.  wide,  and  is 
made  of  J4  '»•  steel,  with  angle  stiffeners.  Underneath  this 
track  hopper  i>  an  apron  feeder  30  in.  wide  and  having  21 
ft.  centers,  which  delivers  the  coal  to  a  two-way  chute 
crustier.  The  crusher  rolls  are  26  in.  in  diameter  by  30  in. 
long,  each  crusher  being  driven  by  a  15  h.p.  motor.  The 
apron  feeder  is  driven  by  a  3  h.p.  motor,  and  operates  at  a 
speed  of  about  8  ft.  per  min.  The  carriers  have  24  in.  by 
24  in.  buckets,  following  a  rectangular  path  having  74  ft. 
vertical  centers  and  84  ft.  horizontal  centers ;  they  operate 
at  a  speed  of  50  ft.  per  min.  and  have  a  capacity  of  60  tons 
of  coal  per  hour,  or  an  equivalent  volume  of  ashes. 

The  roller  flight  distributing  conveyors  have  flights  19  in. 
long  by  8  in.  deep,  spaced  every  24  in.,  each  conveyor  hav 
ing  86  ft.  centers,  and  operating  at  a  speed  of  100  ft.  per 
min.  A  /'_•  b.p.  motor  operates  each  conveyor.  The  coal 
bins  are  of  the  suspended  type,  built  of  steel  and  supported 
on  steel  columns.  Underneath  each  bin  are  two  J^-ton 
motor-operated  traveling  weighing  hoppers  for  delivering 
to  two  rows  of  boilers.  Fach  half  of  the  plant  has  space 
for  eight  600  h.p.  boilers,  or  a  total  of  9,600  h.p. 

A  carrier  equipped  boiler  room,  with  an  outside  ground 
storage  for  coal  is  shown  in  Fig.  7.  In  this  plant  there  is 
a  300-ton  suspension  bunker  in  the  Ixsiler  room,  the  upper 
horizontal  run  of  the  carrier  being  located  above  the  over 
head  bin  and  extending  out  over  the  ground  storage  space, 
where  it  is  supported  on  a  bridge  carried  by  steel  bents  pro 
tected  by  concrete.  The  lower  horizontal  run  of  the  carrier 
is  located  in  a  tunnel  underneath  the  ground  storage,  and 
underneath  the  ash  pits  of  the  boilers. 

The  coal  is  discharged  from  the  railroad  cars  to  a  track 


G60 


HANDLING  AND   STORING  COAL 


COAL  AND  ASH  HANDLING  EQUIPMENT  FOR  BOILER  HOUSES 


661 


hopper,  passes  through  a  crusher,  and  is  elevateil  by  the 
carrier  buckets  and  distributed  either  in  the  overhead  coal 
bin  in  the  boiler  room,  or  to  the  outside  ground  storage. 
When  the  ground  storage  coal  is  needed,  it  can  be  fed  back 
to  the  lower  run  of  the  pivoted  bucket  carrier,  and  be  con 
veyed  to  the  boiler  room  bin.  The  ashes  are  fed  from  the 
ash  pit  to  the  carrier  buckets  and  are  conveyed  to  an  over 
head  bin,  located  close  alongside  the  railroad  tracks,  and 
from  which  they  can  be  delivered  by  gravity  to  the  railroad 
cars. 

A  power  plant  with  a  rather  novel  coal  handling  equip 
ment  is  shown  in  Fig.  8.  There  is  an  overhead  bin  to  which 
the  coal  is  conveyed  by  belt  conveyors  and  continuous 
bucket  elevators  and  the  reserve  coal  storage  is  in  a 
sub-basement ;  the  coal  is  taken  out  of  this  storage  by  an 
overhead  traveling  crane,  equipped  with  a  grab  bucket. 

Provision  has  been  made  for  eventually  quadrupling 
the  size  of  the  plant.  The  present  boiler  room  contains 
six  600  h.  p.  boilers  which  are  equipped  with  stokers.  The 
boilers  are  set  in  a  single  row,  in  batteries  of  two.  Each 
battery  occupies  a  space  of  about  30  ft.,  with  spaces  between 
the  latteries  10  in.  center  to  center  of  columns  and  similar 
spaces  at  the  end,  so  that  the  total  length  of  the  present 
building,  center  to  center  of  columns,  is  130  ft.  Space  for 
economizers  is  provided  over  the  boilers. 

The  railroad  tracks  are  run  into  the  building  on  a  level 
28  ft.  below  the  operating  floor.  Underneath  the  railroad 
track  is  the  reserve  coal  storage  space,  the  bottom  of  which 
is  23  ft.  below  the  track  level,  or  51  ft.  below  the  operating 
floor  level.  The  track  hopper  for  feeding  the  coal  to  the 
conveyor  system  is  located  underneath  the  center  track  and 
outside  tracks  are  run  underneath  the  present  and  future 
ash  hoppers.  The  track  hopper  is  unusually  large,  the 
length  being  28  ft.,  to  serve  all  the  hoppers  of  the  largest 
railroad  cars  without  moving  them;  the  width  is  20  ft.  to 
provide  for  two  feeders  underneath. 

The  present  feeder  delivers  to  a  30  in.  x  30  in.  two-roll 
crusher,  supported  on  a  steel  frame  about  6  ft.  4  in.  above 
the  floor.  The  foot  of  belt  conveyor  No.  1  is  located  under 
neath  this  steel  frame,  so  that  the  coal  that  passes  through 
the  crusher  is  delivered  to  the  belt.  This  belt  conveyor 
runs  in  the  same  direction  as  the  railroad  track  and  under 
neath  it  a  little  to  one  side  of  the  center ;  the  distance  from 
the  center  of  the  track  to  center  of  the  belt  is  about  four 
feet.  The  belt  conveyor  and  the  future  duplicate  belt 
conveyor  when  installed  deliver  the  coal  to  a  chute  arranged 
with  flap  gates  in  such  a  way  that  the  coal  from  either  of 
the  belts  can  be  delivered  to  either  one  of  two  other  belts, 
running  at  right  angles,  one  of  these  belts  delivering  to  an 
elevator  close  alongside  the  wall  in  the  present  boiler  room. 

The  future  belt  conveyor,  running  in  the  opposite  direc 
tion,  will  deliver  to  another  elevator  on  the  opposite  side 
of  the  boiler  room.  The  present  elevator  elevates  the  coal 
and  delivers  to  a  belt  conveyor  which  distributes  it  in 
the  overhead  bin.  It  is  also  arranged  to  deliver  to  a  futuie 
belt  conveyor  running  in  the  opposite  direction  over  the 
future  coal  bin.  The  equipment  on  the  opposite  side  of 
the  future  boiler  room  will  be  a  duplicate  of  this. 

The  elevators  are  of  the  continuous  bucket  type  and  are 
94  ft.  6  in.  center  to  center.  Two  stands  of  18  in.  pitch 
steel  strap  chains  are  used,  and  the  buckets  which  are  of 
the  super-capacity  type,  are  riveted  to  the  chain.  The  belt 
conveyors  in  the  basement  are  24  in.  machines,  operating 
at  a  speed  of  about  200  ft.  per  min.  The  distributing  belt 
conveyor  is  a  20  in.  machine,  also  operating  at  a  speed  of 
about  200  ft.  per  min.  The  machinery  is  designed  for  a 
capacity  of  85  tons  per  hour.  The  motors  used  are  as 
follows  r 


For  driving  the  crusher,  feeder  and  the  two  belt  con- 
vryurs  in  the  basement  at  35  h.p.  900-r.p.m.  motor. 

For  driving  the  elevator  a  20  h.p.  900-r.p.m.  motor. 

For  driving  the  distributing  belt  conveyor  a  7}/i  h.p. 
900-r.p.m.  motor. 

When  the  coal  is  taken  from  the  reserve  storage  in  the 
basement  by  the  grab  bucket,  it  is  delivered  to  the  track 
hopper  to  be  crushed,  after  which  it  is  taken  to  the  overhead 
bin.  The  ashes  are  delivered  direct  to  railroad  cars  which 
are  run  into  the  basement  underneath  the  hoppers. 

Sometimes  instead  of  locating  the  overhead  bin  in  the 
boiler  room,  it  is  desirable  to  locate  it  outside,  usually  at 
one  end.  This  is  sometimes  done  when  remodeling  an  old 
boiler  room  where  the  roof  is  too  low  to  get  the  bin  under 
neath  it.  A  case  of  this  kind  is  illustrated  in  Fig.  9. 

A  boiler  room  equipped  with  skip  hoists  for  elevating 
coal  and  ashes,  overhead  coal  and  ash  bunkers,  larrics  for 
distributing  the  coal  to  the  boilers  and  cars  for  transport 
ing  the  ashes  with  an  outside  ground  coal  storage  served 
I iy  a  cable  drag  scraper  system  is  shown  in  Fig.  10. 

The  coal  is  received  in  cars  on  a  track  which  separates 
the  boiler  house  from  the  ground  storage.  From  the  cars 
the  coal  is  discharged  through  a  track  hopper  to  a  loader 
which  feeds  the  coal  skip  bucket  and  is  elevated  to  the 
overhead  bunker  by  the  skip  hoist. 

Coal  destined  for  the  boilers  is  discharged  from  the 
bunker  through  gates  provided  in  the  bottom  to  the 
larries.  A  chute  is  provided  from  the  coal  bunker  to 
the  ground  storage  over  which  it  is  distributed  by  the 
drag  scraper.  The  scraper  system  also  is  used  for  reclaim 
ing  the  coal. 

Ash  hoppers  are  provided  below  the  level  of  the  boiler 
room  floor.  These  discharge  to  ash  cars  which  in  turn 
deliver  the  ashes  to  the  skip  hoist  for  elevating  to  the 
overhead  ash  bunker  for  delivery  to  railroad  cars. 

The  boiler  room  at  a  food  product  plant,  where  it  was 
advisable  to  avoid  dust,  is  shown  in  Fig.  11.  Screw  con 
veyors  are  used  for  conveying  the  coal.  These  conveyors 
as  well  as  the  bucket  elevator  and  the  external  suspended 
bunkers  are  fully  enclosed. 

A  boiler  house  shown  in  Fig.  12  is  so  situated  that  the 
coal  is  received  in  barges  from  which  it  is  unloaded  by 
a  grab  bucket  running  on  a  traveling  bridge  equipped  with 
cantilever  arms.  The  coal  may  be  delivered  to  a  hopper 
carried  on  the  outer  leg  of  the  bridge  and  distributed  by 
a  suspended  belt  conveyor  to  the  storage  pile  or  it  may  be 
carried  direct  to  a  second  hopper  on  the  inner  leg  of  the 
bridge  and  from  there  fed  direct  to  a  belt  conveyor  leading 
into  the  boiler  house.  The  same  equipment  may  be  used 
to  recover  the  coal  from  the  storage  pile  and  feed  the  belt 
conveyor  just  mentioned. 

Reserve   Coal   Storage 

The  methods  of  handling  the  daily  coal  supply  at  a  boiler 
house  have  already  been  described.  In  addition  to  the 
equipment  for  handling  this  daily  supply  at  minimum  ex 
pense,  it  has  become  almost  a  universal  practice  to  provide 
for  an  additional  and  much  larger  coal  supply  to  serve  as 
a  reserve,  to  be  called  upon  when  there  are  no  coal  ship 
ments  coming  in  and  to  furnish  a  supply  during  the  winter 
season  when  the  mines  and  transportation  facilities  are  over 
taxed,  when  coal  is  usually  higher  in  price,  and  to  serve 
as  an  insurance  against  coal  shortage  due  to  various  causes. 
This  reserve  storage  tends  to  make  the  plant  more  or  less 
independent  of  variations  in  the  coal  supply,  and  makes  it 
possible  to  purchase  coal  at  the  most  advantageous  prices, 
•o  store  it  during  favorable  weather  conditions,  and  to 


662 


HANDLING   AND   STORING  COAL 


COAL  AND  ASH  HANDLING  EQUIPMENT  FOR  BOILER  HOUSES 


f>63 


avoid  having  to  handle  it  during  the  adverse  weather  con 
ditions  in  winter  time,  when  the  coal  is  apt  to  be  frozen 
and  the  cars,  therefore,  hard  to  unload. 

Since  this  reserve  storage  is  not  to  be  used  as  constantly 
as  the  active  storage  is,  and  since  only  a  certain  percentage 
of  the  yearly  coal  is  to  be  handled  to  and  from  this  storage, 
the  cost  per  ton  for  handling  the  coal  is  not  quite  so  im 
portant  as  it  is  with  the  active  storage ;  since  the  amount 
of  reserve  storage  is  usually  very  much  larger  than  the 
active  storage,  a  much  less  expensive  type  of  storage  is 
ordinarily  used. 

The  commonest  method  is  to  store  the  coal  on  the  ground 
in  an  outside  open  storage  though  in  some  cases,  it  is 
housed,  or  bins  are  provided  for  it.  These  bins  arc  usually 
of  the  ground  storage  type,  where  the  weight  of  the  coal 
rests  on  the  ground  instead  of  being  supported  on  an  ele 
vated  floor.  Bituminous  coal  is  sometimes  submerged 
or  covered  with  water  so  as  to  eliminate  any  danger  of 
spontaneous  combustion  and  also  to  avoid  losses  by 
oxidation. 

If  the  coal  which  is  being  stored  is  anthracite,  the  piles 
can  be  made  of  any  desired  depth,  since  there  is  practically 
no  danger  of  spontaneous  combustion  with  this  kind  of 
coal.  With  bituminous  coal,  however,  it  is  necessary  to 
limit  the  depth  of  the  pile  in  order  to  avoid  spontaneous 
combustion,  the  maximum  depth  of  pile  being  usually  some 
where  between  10  ft.  and  30  ft.,  depending  upon  the  kind 
of  coal  and  various  other  conditions.  Anthracite  coal  can 
therefore  be  concentrated  in  a  deep  pile,  whereas  with 
bituminous  coal  it  has  to  be  spread  over  a  large  area  in 
order  to  avoid  excessive  depth.  For  this  reason,  and  also 
because  anthracite  coal  is  usually  small  and  regular  in  size, 
the  reserve  storage  equipment  is  ordinarily  cheaper  and 
simpler  for  the  anthracite  than  for  bituminous  coal.  Where 
possible  it  is  usually  advisable  to  locate  the  reserve  storage 
plant  close  to  the  boiler  room,  and  arrange  it  so  that  the 
equipment  which  handles  the  coal  to  the  active  storage 
can  also  be  used,  in  whole  or  in  part,  for  handling  the 
reserve  storage  coal. 

An  installation  where  a  single  pivoted  bucket  carrier 
handles  the  coal  to  the  overhead  bin.  and  also  to  and  from 
the  reserve  coal  storage  is  shown  in  Fig.  1.  A  number  of 
circular  steel  bins  provide  for  the  overhead  supply  for 
feeding  the  stokers,  the  coal  being  delivered  to  these  bins 
from  the  upper  horizontal  run  of  the  carrier,  which  is 
located  directly  above  them.  When  these  Inns  become 
lilled  the  surplus  coal  overflows  into  a  concrete  ground 
itorage  bin  close  alongside  the  boiler  room  in  front  of  the 
boilers,  this  bin  having  a  capacity  several  times  as  great 
as  the  overhead  bin. 

The  lower  run  of  the  carrier  is  located  in  a  trench,  just 
below  the  floor  level,  and  when  the  reserve  coal  storage  is 
needed  it  is  fed  back  by  means  of  gates  and  chutes  to  the 
lower  run  of  the  carrier,  which  takes  it  up  to  the  overhead 
bins  for  gravity  delivery  to  the  stokers.  There  is  a  certain 
amount  of  coal  in  the  reserve  storage  bin  which  will  not 
flow  back  by  gravity  to  the  lower  run  of  the  carrier,  and 
which  must  be  handled  by  hand  when  it  is  needed,  but  it 
is  seldom  necessary  to  do  this  and  the  labor  cost  will  not 
add  greatly  to  the  yearly  cost  of  handling  the  coal.  The 
ashes  are  fed  to  the  lower  run  of  the  carrier  anywhere 
along  the  front  of  the  boilers  and  are  taken  to  the  overhead 
bin  over  the  railroad  track  at  one  end  of  the  building, 
from  which  they  can  be  delivered  by  gravity  to  the  rail 
road  cars. 

A  conical  pile  of  small  anthracite  steam  coal  where  the 
coal  is  delivered  to  the  pile  by  means  of  an  inclined  flight 


conveyor,  supported  by  a  steel  truss  resting  on  a  tower  at 
the  center  of  the  pile,  with  an  intermediate  bent  lower  down 
is  shown  in  Fig.  2.  The  coal  is  discharged  from  the  rail 
road  cars  to  a  track  hopper  underneath  the  tracks  and  is 
fed  to  the  (light  conveyor  which  discharges  it  at  the  upper 
end  to  the  ground  storage  pile. 

A  ground  storage  pile  to  which  the  coal  is  delivered  by 
means  of  an  inclined  chain  and  bucket  elevator  is  shown 
in  Fig.  3 ;  a  portable  wagon  loader  is  shown  loading  the 
coal  from  the  pile  into  a  cart.  An  arrangement  somewhat 
similar  to  the  above  is  shown  in  Fig.  4,  except  that  in  this 
case  a  portable  belt  conveyor  is  used  in  place  of  the  portable 
wagon  loader,  and  there  is  a  small  overhead  bin  for  loading 
to  wheelbarrows  or  carts.  A  certain  amount  of  coal  is 
piled  in  the  ground  storage  area  by  discharging  direct  from 
the  elevator  with  a  swivel  chute.  When  this  area  is  filled 
up  the  coal  is  delivered  by  an  extension  chute  to  the  foot 
of  the  portable  belt  conveyor,  which  spreads  it  over  a  larger 
area.  In  this  way  quite  a  large  area  can  be  covered ;  the 
portable  belt  conveyor  may  also  be  used  for  reloading  to 
cars,  carts  or  motor  trucks. 

Another  reserve  storage  plant  for  small  anthracite  steam 
coal  is  shown  in  Fig.  5.  This  plant  is  located  in  a  city  where 
space  is  valuable.  The  storage  space  was  excavated  so  as 
to  form  a  pit,  the  coal  being  stored  in  the  pit  and  also 
piled  up  above  the  regular  ground  level.  The  storage 
capacity  of  the  plant  is  about  11,000  tons  and  all  of  this 
coal  except  a  little  which  is  used  for  boilers  in  an  adjoining 
building  is  carted  to  the  main  boiler  room  of  a  publishing 
plant  a  mile  or  so  away.  The  coal  is  unloaded  from  the 
railroad  cars  into  the  pit,  and  handled  to  either  the  over 
head  concrete  loading  pocket  at  the  far  end  of  the  plant, 
or  delivered  to  the  ground  storage. 

The  overhead  distributing  flight  conveyor  is  supported 
by  brackets  attached  to  the  adjoining  building.  The  reclaim 
ing  flight  conveyors  that  reclaim  the  coal  from  the  storage 
pile,  for  delivery  to  the  gravity  discharge  elevator-conveyor 
at  tlie  wagon  loading  pocket,  are  contained  in  concrete  tun 
nels  underneath  the  pile. 

Another  reserve  storage  plant,  also  using  a  gravity  dis 
charge  elevator-conveyor  encircling  the  pile,  is  shown  in 
Fig.  6.  To  confine  the  coal  pile  to  a  certain  area,  concrete 
walls  were  built  and  concrete  towers  were  built  in  the 
end  walls  for  the  up  and  down  runs  of  the  gravity  discharge 
machine.  The  coal  is  distributed  in  the  bin  from  the  upper 
run  of  the  gravity  discharge  machine,  and  is  reclaimed  from 
it  by  the  lower  run  to  which  it  is  fed  by  means  of  gates 
and  chutes  in  the  tunnel.  The  gravity  discharge  machine 
delivers  at  one  end  to  a  flight  conveyor,  which  takes  the 
coal  over  to  a  bin  in  the  boiler  room  for  gravity  delivery 
to  the  stokers. 

A  reserve  coal  storage  plant,  with  a  flight  conveyor  run 
ning  over  the  storage  and  distributing  the  coal  to  it,  and 
also  a  reclaiming  flight  conveyor  in  a  tunnel  underneath  the 
storage  to  take  the  coal  out  and  up  into  the  boiler  room  bin 
is  shown  in  Fisj.  7.  The  distributing  conveyor  over  the 
pile  also  extends  over  the  boiler  room  bin,  and  coal  may 
be  handled  direct  to  the  boiler  room  if  desired.  The  coal 
is  handled  from  the  track  hopper  to  a  crusher,  by  an  apron 
feeder,  and  after  passing  through  the  crusher  goes  into  the 
low-er  run  of  the  flight  conveyor,  which  takes  it  up  an  in 
cline  and  along  the  horizontal  run,  either  into  the  boiler 
room  or  discharging  it  to  the  ground  storage  pile.  The 
capacity  of  the  overhead  bin  in  the  boiler  room  is  about 
120  tons,  and  about  2.000  tons  can  be  stored  in  the  outside 
reserve  storage.  The  daily  coal  consumption  of  the  plant  is 
about  60  or  70  tons. 


664 


HANDLING   AND   STORING  COAL 


COAL  AND  ASH  HANDLING  EQUIPMENT  FOR  BOILER  HOUSES 


665 


,,,. 


HANDLING   AND   STORING   COAL 


Fig.    1 — Steel    Bin    with    Concrete    Lining 


Fig.   2 — Suspended    Bunker 


Fig.  3 — Steel   Bin   and   Supporting   Girders 


Fig.  4 — Section  of  Boiler  House  and  Suspended  Bin 


Fig.   5    Double   Circular   Hin 


Fig.  6 — Single   Circular  Bin 


COAL  AND  ASH  HANDLING  EQUIPMENT  FOR  BOILER  HOUSES 


667 


A  comparatively  inexpensive  reserve  storage  extending 
alongside  the  railroad  tracks  is  shown  in  Fig.  H.  In  this 
equipment  the  coal  is  unloaded  from  the  cars  to  the  track 
hopper  and  is  transferred  by  an  apron  feeder  to  a  crusher 
at  one  side  of  the  track.  After  passing  through  the  crusher 
the  coal  goes  to  a  vertical  elevator,  which  delivers  either 
to  a  conveyor  running  to  the  boiler  room  or  to  a  flight 
conveyor  running  in  the  opposite  direction.  The  upper 
run  of  the  flight  conveyor  is  located  above  the  storage  pile 
and  delivers  coal  to  it;  the  lower  run  is  in  a  tunnel  under 
neath  the  pile  and  reclaims  the  coal  from  it.  The  conveyor 
which  runs  to  the  boiler  room  may  either  deliver  the  coal 
to  piles  on  the  boiler  room  floor  or  to  a  storage  pile  outside 
from  which  it  is  wheeled  into  the  boiler  room  when  re 
quired.  \Vhcn  the  coal  is  reclaimed  by  the  lower  run  of 
the  other  flight  conveyor,  it  is  delivered  to  the  foot  of  the 
elevator,  which  re-elevates  it  and  delivers  it  to  the  con 
veyor  to  the  boiler  room. 

An  outside  reserve  coal  storage  served  by  a  locomotive 
crane  traveling  on  a  circular  track  is  illustrated  in  Fig.  9. 
When  the  coal  is  unloaded  from  the  railroad  cars,  it  goes 
cither  to  a  crusher  and  is  conveyed  to  the  overhead  bin  in 
the  boiler  room,  or  it  goes  into  a  pit  alongside  the  track 
hopper  from  which  the  grab  bucket  picks  it  up  and  delivers 
it  to  the  outside  pile.  When  it  is  being  reclaimed  it  is 
handled  from  the  pile  back  to  the  track  hopper  and  up 
into  the  bin,  the  crane  being  able  to  reach  the  track  hopper 
from  any  point  on  the  circular  track.  This  makes  an  ex 
cellent  type  of  locomotive  crane  storage  in  connection  with 
a  conveyor  system  for  delivering  to  the  boiler  room. 

A  stationary  locomotive  crane  on  an  elevated  pedestal  is 
used  at  another  storage  plant  shown  in  Fig.  10.  The  locomo 
tive  crane  picks  the  coal  up  with  a  grab  bucket  from  a  pit 
into  which  it  is  dumped  from  the  railroad  cars,  spreads  the 
coal  over  the  storage  area,  and  also  reclaims  it.  The  coal 
may  be  delivered  to  a  pile  against  the  boiler  house  wall  and 
taken  in  through  openings  as  shown,  it  may  be  delivered 
to  cars  or  trucks,  or  it  may  be  arranged  to  be  delivered  to 
the  feeding  hopper  of  a  conveyor  system. 

Locomotive  cranes  are  the  most  useful  and  flexible  ma 
chines  of  any  for  handling  coal  to  and  from  the  reserve 
storage  piles,  and  they  are  used  in  various  ways,  and  with 
various  track  arrangements.  Sometimes  they  unload  direct 
from  the  cars,  sometimes  the  coal  is  discharged  from  the 
cars  to  a  pit  or  underneath  a  trestle  and  the  grab  bucket 
picks  it  up  from  the  pit  or  from  alongside  the  trestle  and 
spreads  it  over  the  storage  area. 

In  other  cases  the  coal  is  fed  from  the  track  hopper  to 
some  form  of  elevator  or  conveyor  which  delivers  it  to  the 
storage  pile,  and  the  locomotive  crane  then  spreads  it  over 
a  larger  area  and  reclaims  it  from  this  area,  delivering  it 
back  to  cars  or  to  conveyors  leading  to  the  boiler  house. 
They  are  useful  machines  for  this  sort  of  work  and  can 
also  be  used  for  many  other  purposes  around  an  industrial 
plant. 

A  reserve  coal  storage  plant  in  which  the  coal  is  handled 
to  and  from  the  storage  by  a  rotating  bridge  equipped  with 
a  belt  conveyor  for  delivering  the  coal  to  the  storage,  and 
with  a  telpher  machine  and  a  grab  bucket  for  taking  the 
coal  from  storage  is  shown  in  Fig.  11.  The  coal  is  dis 
charged  from  the  railroad  cars  to  a  track  hopper  and  is 
fed  by  means  of  an  apron  feeder  to  an  inclined  belt  con 
veyor,  which  runs  up  to  the  center  of  the  storage  and  de 
livers  the  coal  directly  over  the  pivot  point  of  the  bridge. 
From  this  point  a  belt  conveyor  with  a  tripper  on  the 
bridge  distributes  it  over  the  storage  area. 

When  it  is  reclaimed  it  is  picked  up  by  the  grab  bucket 


handled  by  the  telpher  machine,  and  is  delivered  to  the 
crusher  located  underneath  the  pivot  point  of  the  bridge; 
after  passing  through  the  crusher,  it  goes  to  another  in 
clined  belt  conveyor  which  runs  up  and  over  the  boiler  house 
bin  and  distributes  the  ccal  in  the  bin.  The  storage  capacity 
at  this  plant  is  15,000  tons  of  coal,  the  stocking  out  capacity 
of  the  machine  being  180  tons  per  hour,  and  the  capacity 
of  the  crusher  and  conveyor  to  the  bunker  being  130  tons 
per  hour.  From  the  bunker  the  coal  is  delivered  by  a  travel 
ing  weighing  larry  to  the  stoker  magazines  of  the  double 
row  of  boilers. 

An  electric  hoist  or  telpher  machine  equipped  with  a  grab 
bucket  is  frequently  used  for  delivering  coal  to  the  storage 
pile  and  also  for  reclaiming  and  delivering  the  coal  into  the 
boiler  house.  Where  only  a  small  amount  of  coal  is  to  be 
stored,  a  simple  overhead  monorail  connecting  the  boiler 
house,  the  railroad  siding  and  the  storage  pile  may  meet 
all  requirements.  By  adding  switches  and  additional  over 
head  tracks  the  storage  area  can  be  greatly  increased. 

Another  arrangement  frequently  used  where  a  consider 
able  amount  of  coal  has  to  be  stored,  is  to  connect  the  mono 
rail  tracks  with  an  overhead  traveling  crane  covering  the 
storage  pile.  Such  an  arrangement  is  shown  in  Fig.  12. 
The  monorail  hoist  with  its  grab  bucket  runs  out  on  tracks 
over  barges  and  cars  and  back  onto  the  traveling  crane  for 
depositing  the  coal  on  the  storage  pile.  When  reclaiming, 
the  coal  is  again  picked  up  by  the  grab  bucket  and  when 
the  monorail  hoist  has  been  carried  by  the  crane  to  the 
proper  point  the  hoist  runs  off  from  the  crane  onto  a  spur 
leading  into  the  boiler  house. 

Bins  and  Bunkers 

Various  types  of  overhead  bins  are  used  for  storing  coal 
in  boiler  rooms;  these  bins  are  ordinarily  built  of  steel, 
concrete,  or  a  combination  of  both.  The  older  bins  were 
usually  built  of  steel,  with  a  supporting  structure  of  beams 
and  girders  underneath,  with  steel  plates  to  form  the  bin 
itself,  as  shown  in  Fig.  3.  This  type  of  construction  re 
quires  a  heavy  weight  of  steel  in  the  supporting  beams, 
and  does  not  take  advantage  of  the  strength  of  the  plates 
themselves. 

In  the  later  types  of  bins,  the  weight  of  the  coal  is 
supported  mostly  by  plates  or  rods  hung  from  girders 
along  the  top  edges  of  the  bin.  These  are  what  are 
known  as  suspension  bunkers  and  were  first  designed  by 
A.  Samuel  Berquist.  A  typical  bin  of  this  type  is  shown 
in  Fig.  2. 

Sometimes  the  steel  bins  are  lined  with  a  layer  of  con 
crete,  as  shown  in  Fig.  1.  The  concrete  lining  protects 
the  steel  plates  from  the  corrosive  action  of  wet  coal 
which  is  most  marked  where  the  coal  contains  sulphur. 
However  this  corrosive  action  in  most  cases  does  not 
appear  to  be  serious,  and  steel  bins  which  have  been  in 
service  for  13  years  or  more  are  still  in  good  condition. 
It  is  good  practice,  however,  to  empty  the  bin  occasionally 
and  paint  it  inside  and  out  to  protect  the  plates. 

Another  type  of  suspended  bunker  has  steel  girders 
along  the  top  edges  and  steel  supports,  but  the  body  of 
the  bin  is  made  of  concrete  which  is  reinforced  with  light 
steel  ferro-inclave  plates.  By  placing  the  ferro-inclave 
plates  in  position  first,  the  concrete  can  be  added  to  the 
inside  of  the  bin  with  little  form  work,  and  a  coating  of 
concrete  can  be  plastered  over  the  outside  of  the  ferro- 
inclave  so  that  a  reinforced  concrete  body  is  formed.  In 
addition  to  this,  steel  straps  are  attached  to  the  girders  at 
intervals  of  3  ft.  to  5  ft.  and  are  made  to  take  the  parabolic 


668 


HANDLING   AND   STORING   COAL 


form  of  the  bin,  these  straps  serving  as  hangers  or  saddles 
to  support  the  weight. 

Another  type  of  suspension  bunker  has  a  supporting 
framework  similar  to  the  ones  previously  described,  but 
the  weight  is  supported  by  means  of  rods  or  bolts  attached 
to  the  upper  girders  and  extending  down  to  tics  across  the 
lower  part  of  the  bin.  Below  the  ties  is  a  V-shaped 
section  which  gives  the  proper  slope  to  the  bottom  of  the 
bin.  The  bin  is  lined,  just  inside  the  rods,  with  concrete, 
steel,  or  sometimes  with  wood. 

The  usual  location  of  a  boiler  room  bin  is  directly  above 
the  space  in  front  of  the  boilers;  as  the  bin  and  conveyor 
over  it  require  considerable  height  this  part  of  the  boiler 
room  requires  a  higher  roof  than  is  ordinarily  required 
over  the  boilers.  In  recent  practice  it  is  customary  to 
make  this  part  of  the  boiler  room  with  a  separate  roof 
or  monitor  over  the  bin,  and  then  run  the  trusses  or 
beams  for  the  lower  part  of  the  roof  from  the  bin  columns, 
or  beams  along  these  columns,  back  to  the  rear  wall  of 
the  boiler  room.  In  this  way  the  roof  is  broken  up  into 
short  spans  so  that  light  trusses  or,  in  some  cases,  I-beams 
can  be  used.  This  construction  is  shown  in  Fig.  4. 

Circular  bins  are  commonly  used  for  ashes  and  some 
times  for  coal.  Bins  of  this  character  are  shown  in  Figs. 


5  and  6. 


Weighing  Coal 


Equipments  for  weighing  coal  at  power  plants  may  be 
divided  into  three  classes —  (a)  weighing  the  coal  received, 
(b)  weighing  the  total  amount  of  coal  consumed,  and  (c) 
weighing  the  coal  consumed  by  each  boiler  unit.  The 
primary  object  of  the  first  is  to  check  the  amount  of  coal 
received,  so  that  the  purchaser  may  know  whether  he  is 
getting  what  he  pays  for.  The  second  class  of  equipment 
is  for  keeping  a  record  of  the  quantity  of  coal  used,  so  as 
to  know  what  the  requirements  are  for  the  future ;  also 
to  see  whether  the  boilers  are  operating  at  about  the 
proper  efficiency ;  the  record  of  the  total  amount  con 
sumed  by  several  units  will,  of  course,  not  give  an  accurate 
check  on  the  efficiency  of  each  unit.  The  third  class  of 
equipment  is  used  to  get  a  record  of  the  operation  of  each 
unit.  In  some  cases  two  or  more  boilers  are  grouped 
together  and  each  group  is  taken  as  one  unit. 

For  checking  the  amount  of  coal  received  at  a  plant 
there  are  several  types  of  equipment,  such  as  track  scales, 
wagon  scales,  weighing  hoppers  with  hand-operated  or 
automatic  scales,  conveyor  weighers,  and  coal  meters. 
For  determining  the  quantity  of  coal  used  each  day  in  a 
boiler  room  the  same  types  of  weighing  or  measuring  de 
vices  may  be  used,  and  also  the  movable  weighing  hopper 
or  traveling  larry  equipped  with  some  kind  of  scale. 

For  keeping  a  record  of  the  coal  used  in  each  separate 
unit,  the  devices  ordinarily  employed  are  the  automatic 
scale  or  the  coal  meter,  use  of  which  is  usually  fitted  to 
llie  spout  or  spouts  supplying  each  unit.  It  is  possible  to 
uci^h  the  coal  used  in  each  unit  by  a  movable  weighing 
hopper  equipped  with  a  hand-operated  or  automatic  scale, 
but  in  this  case  it  is  necessary  to  depend  on  an  attendant 
to  keep  the  amounts  for  each  unit  separated  from  those 
for  the  others,  and  it  is  next  to  impossible  to  get  men 
who  will  always  keep  their  records  properly  separated. 
If  these  records  are  to  be  dependable  the  human  element 
must  be  eliminated,  and  they  must  be  made  entirely  auto 
matic,  and  without  any  possibility  of  error  through  care 
lessness  or  intent. 

Track  scales  are  also  used  for  overhead  tracks,  usually 
of  the  monorail  type.  In  such  cases  a  separate  section 


of  rail  or  rails  is  supported  on  the  scale  beam  so  that  the 
larries  or  trolleys  carrying  the  loads  can  be  stopped  and 
weighed;  or  if  an  automatic  recording  scale  is  installed  the 
loads  can  be  weighed  as  they  pass  over  this  section  of 
track. 

Automatic  coal  scales,  in  addition  to  saving  labor,  elimi 
nate  the  possibility  of  error  resulting  from  the  human 
element,  as  the  recording  of  the  weights  is  done  by  the 
mechanism  of  the  scale.  These  machines  consist  essentially 
of  some  kind  of  device  for  feeding  the  coal  into  the  weighing 
hopper,  and  are  arranged  so  that  the  feed  will  be  shut  off  at 
the  instant  the  hopper  is  filled  to  the  proper  amount ;  that  is, 
if  the  scale  is  of  SOO-ft.  capacity,  coal  will  feed  into  the 
hopper  until  it  contains  exactly  500  tb.  when  the  feed 
will  be  automatically  shut  off  and  another  gate  at  the 
bottom  of  the  hopper  will  automatically  open  and  the 
500  Ib.  in  the  weighing  hopper  will  be  discharged  providing 
there  is  sufficient  space  underneath.  Then  the  lower  gate 
closes  automatically  and  the  feed  again  starts  to  till  the 
hopper  with  another  500  tb.  load. 

Fach  load  is  recorded  by  an  automatic  counter,  so  that 
the  number  of  loads  which  have  passed  through  the  hopper 
can  be  read  at  any  time.  If  there  is  not  enough  space 
underneath  the  weigh  hopper  for  the  coal  to  discharge 
immediately,  the  mechanism  remains  inactive  until  the 
coal  is  removed  sufficiently  for  the  weighing  hopper  to  dis 
charge  completely;  then  the  lower  gate  closes  and  the 
feeding  mechanism  again  starts. 

These  automatic  scales  may  be  placed  underneath  a 
receiving  hopper  into  which  the  coal  is  dumped  from 
wagons  or  cars,  or,  as  is  usually  the  case,  they  may  be 
placed  at  some  point  in  a  conveyor  system  where  the  coal 
can  be  handled  from  one  conveyor  through  the  weighing 
hopper  and  be  weighed  before  it  passes  on  to  another  con 
veyor.  In  this  way  an  accurate  record  may  be  obtained 
of  the  amount  of  coal  passing  through  the  conveyor  system. 

Conveyor  weighers  are  devices  for  weighing  coal  passing 
over  a  belt  conveyor,  a  bucket  carrier,  or  some  other  type 
of  conveyor.  There  are  several  of  these  machines  on  the 
market,  and  some  of  them  are  guaranteed  for  an  accuracy 
of  within  one  per  cent.  They  are  entirely  automatic  in 
their  operation. 

In  one  of  the  machines  commonly  used  for  this  purpose 
a  short  section  of  the  conveyor  is  supported  on  a  frame 
separate  from  the  fixed  supports,  and  hung  on  rods  con 
nected  with  scale  beams.  The  weight  of  this  floating 
platform  is  balanced  by  an  iron  float  in  a  cylinder  of 
mercury.  P'or  varying  weights  within  the  range  of  the 
scale  the  float  takes  up  different  positions  and  therefore 
its  movement  offers  a  direct  measure  of  the  actual  weight 
of  the  floating  platform. 

In  order  to  multiply  the  weight  by  the  speed  of  the 
conveyor  there  is  a  special  integrating  device  which  adds 
up  and  records  the  weights  passing  over  the  conveyor. 

Another  device  which  is  used  for  measuring  coal  is  the 
coal  meter.  This  apparatus  is  placed  in  a  spout  through 
which  the  coal  passes  downward;  it  consists  essentially 
of  a  shaft,  at  the  lower  end  of  which  is  a  spiral  vane  or 
propeller,  which  is  revolved  by  the  coal  as  it  moves  down 
ward,  the  speed  of  rotation  being  proportionate  to  the 
downward  movement  of  the  coal.  The  shaft  is  supported 
on  a  bracket  attached  to  the  inside  of  the  spout,  and  is 
geared  to  a  shaft  which  passes  out  through  the  chut£  at 
right  angles  and  which  operates  a  counter  that  records 
the  amount  of  movement  of  the  propeller.  By  weighing 
the  coal  which  passes  through  a  spout  equipped  with  such 


COAL  YARD   EQUIPMENT 


669 


a  meter,  and  dividing  liy  the  number  6f  revolutions  of 
the  propeller,  the  proper  factor  can  be  obtained  by  which 
to  multiply  the  number  of  revolutions  of  the  propeller 
to  obtain  the  amount  of  coal  which  passes  through  the 
spout  in  any  desired  period.  These  meters  are  claimed  to 
operate  satisfactorily  with  small  anthracite  coal  and  even 
with  crushed  bituminous,  but  the  more  lumpy  the  coal 
and  the  less  free  Mowing,  the  less  the  accuracy. 

In  plants  with  overhead  bins  the  weighing  equipment 
i>  uMially  located  between  the  bin  and  the  stoker  magazines, 
so  that  the  coal  can  be  drawn  from  the  overhead  bin 
and  be  \\righed  before  it  is  delivered  to  the  stokers.  The 
t\  pe  of  equipment  used  is  the  traveling  weighing  hopper 
or  the  individual  automatic  scale. 


being  equipped  with  motors  geared  to  one  of  the  axles. 
The  operation  is  directed  by  a  controller  with  two  ropes 
hanging  within  reaching  distance  from  the  floor.  Pulling 
one  rope  causes  the  machine  to  travel  in  one  direction, 
and  pulling  the  other  causes  it  to  travel  in  the  reverse 
direction. 

The  individual  automatic  scale  for  each  unit  offers  the 
ideal  way  of  obtaining  the  amount  of  coal  consumed  by 
each  unit.  A  100-th  automatic  scale  is  not  a  costly  device, 
and  it  will  handle  up  to  4  tons  an  hour.  These  scales 
require  no  attendance,  whereas  the  traveling  weighing 
hopper  has  to  be  (died  and  discharged  by  the  operator. 

One  of  the  illustrations  shows  an  installation  of  three 
individual  automatic  scales.  The  coal  feeds  down  through 


Motor    Operated    Traveling    Weighing    Hopper 

A  typical  motor  operated  traveling  weighing  hopper  is 
illustrated.  When  the  service  is  light  the  weighing  hopper 
is  sometimes  moved  along  the  tracks  by  a  shaft  geared  to 
one  of  the  axles  and  operated  by  a  chain  wheel  and  a 
hand  chain  which  extends  to  within  easy  reach  from  the 
boiler-room  floor.  The  hand-operated  machines  are,  how- 
ex  er,  fast  going  out  of  use.  and  the  weighing  hoppers  are 


Individual    Automatic    Scales 

the  scales  and  the  spouts  to  the  stoker  magazines,  and,  as 
a  stoker  uses  up  the  coal  in  the  magazines,  more  feeds 
down  the  spout  until  the  weighing  hopper  is  entirely  dis 
charged  when  the  operating  mechanism  is  again  thrown 
into  operation  by  the  clo-ing  of  the  lower  gate  and  the 
scale  goes  through  another  operation  of  filling  up,  weighing 
and  discharging. 


Coal  Yard  Equipment 


Anthracite  coal  is  ordinarily  received  at  coal  yards 
cither  in  railroad  cars  or  boats.  When  received  in  cars 
of  the  bottom  dump  type,  a  trestle  of  some  sort  is  desira 
ble  which  will  permit  the  coal  being  discharged  through 
the  bottom  doors  of  the  cars.  The  trestle  may  be  low,  and 
the  coal  may  be  deposited  on  the  ground  beneath  it,  or 
it  may  be  built  high  enough  to  permit  of  the  construction 
of  bins  to  receive  the  coal.  When  the  coal  is  received 
in  barges  or  boats  it  is  usually  unloaded  by  means  of  a 
grab  bucket  operated  in  connection  with  the  mast  and 
gaff,  locomotive  cranes  or  unloading  towers  which  are 
described  in  other  parts  of  this  book. 


The  cost  of  providing  ample  storage  in  overhead  bins 
is  often  prohibitive,  particularly  where  the  site  of  the 
structure  is  on  level  ground.  In  such  instances  the  simple 
trestle  and  ground  storage  plan  becomes  a  necessity. 
Handling  coal  by  hand  in  such  a  layout  usually  means  two 
movements  of  the  coal — screening,  and  loading  into  the 
delivery  conveyance.  This  is  expensive  work  which  can 
in  many  instances  be  reduced  materially  by  the  utilization 
of  portable  loaders  capable  of  loading  and  screening  the 
coal  at  the  same  time. 

While  the  low  trestle  in  conjunction  with  portable  load 
ers  often  provides  an  economical  layout  the  ideal  plant  is 


670 


HANDLING   AND   STORING  COAL 


_a 
'3 

a, 

to 

.B 

'5 


1 


COAL  YARD   EQUIPMENT 


671 


the  so-called  high  type  gravity  trestle  where  all  the  coal 
is  unloaded  into  overhead  bins  so  that  it  can  be  loaded 
out  by  gravity  to  wagons  or  trucks  and  automatically  be 
screened  as  it  passes  over  the  screen  chute.  Conditions 
seldom  warrant  the  construction  of  a  trestle  of  the  pure 
gravity  type  and  it  is  usual  to  provide  ground  storage 
underneath  the  trestle  so  that  the  total  storage  will  be 
sufficient  to  enable  the  dealer  to  purchase  and  receive  coal 
at  the  most  advantageous  time. 

Since  each  dealer  has  to  handle  at  least  four  or  five 
different  sixes  of  coal,  and  frequently  two  or  three  grades 
in  some  or  all  of  the  six.es,  his  storage  facilities  should 
be  arranged  to  keep  these  different  sizes  and  grades  sep 
arate,  the  greatest  amount  of  storage  being,  of  course, 
provided  for  the  kind  for  which  there  is  the  greatest 
demand. 

Where  mechanical  means  are  provided  for  handling 
the  coal,  the  cars  are  usually  unloaded  at  one  point  into 
a  track  hopper  underneath  the  railroad  track,  and  the 
coal  is  then  handled  by  a  conveyor  system,  and  is  delivered 
to  the  various  bins.  With  the  conveyor  system  .a  little 
additional  height  of  the  bins  means  very  little  additional 
cost  for  the  machinery,  and  it  is  an  easy  matter  to  ar 
range  the  machinery  to  deliver  to  a  number  of  overhead 
bins,  and  also  to  a  number  of  ground  bins  if  desired. 

A  typical  retail  coal  pocket  installation,  where  the  coal 
is  unloaded  from  railroad  cars  to  a  track  hopper  under 
neath  the  tracks,  and  is  handled  to  the  overhead  bins  by 
conveyors  is  shown  in  Fig.  1.  The  coal  is  delivered  from 
the  overhead  bins  by  gravity  over  a  screening  chute  to  the 
wagons  or  trucks.  A  gravity  discharge  elevator  and  a 
flight  conveyor  are  used  for  elevating  and  distributing  the 
coal  in  the  various  bins.  These  types  of  machines  handle 
the  coal  with  very  little  breakage,  but  in  order  to  eliminate 
breakage  in  discharging  the  coal  into  the  bins,  a  so-called 
lowering  chute  should  be  used.  The  chute  is  essentially  a 
series  of  shelves,  one  above  the  other,  each  shelf  contain 
ing  a  small  bed  of  coal,  so  that  the  coal  which  is  being 
delivered  to  the  bin  rolls  slowly  back  and  forth  from  one 
pile  to  the  other,  without  getting  up  much  speed,  and 
dropping  only  short  distances  from  shelf  to  shelf.  The 
machinery  is  usually  operated  by  a  small  electric  motor, 
though  a  steam  or  gasoline  engine  is  sometimes  used. 

The  screen  chutes  have  bottoms  made  of  screen  wire 
of  the  proper  mesh  for  each  size  of  coal,  the  dust  or 
screenings  dropping  into  the  small  pockets  underneath, 
from  which  they  are  taken  out  at  intervals  to  be  re-sized 
by  means  of  a  rotary  screen  or  some  other  type  of  screen 
so  that  they  can  be  sold  to  the  best  advantage.  Small 
ground  bins  may  be  partitioned  off  underneath  to  receive 
the  different  sizes  of  coal  and  the  coal  removed  from  these 
bins  by  hand.  Sometimes  the  re-sizing  screens  are  lo 
cated  over  small  overhead  bins,  so  that  the  coal  can  be 
drawn  out  of  the  bins  by  gravity,  instead  of  having  to  be 
shoveled  out.  In  such  cases  the  screenings  are  either 
elevated  and  delivered  to  the  screen  by  the  main  coal  eleva 
tor,  or  a  small  separate  elevator  is  installed. 

An  8,000-ton  retail  coal  pocket  of  concrete  with  the  coal 
all  stored  in  overhead  bins  is  used  in  one  of  the  large 
cities.  This  pocket  serves  not  only  as  a  distributing  sta 
tion  for  delivering  to  customers  located  in  the  central  part 
of  the  city,  but  the  coal  is  also  handled  by  large  auto 
mobile  trucks,  to  four  smaller  pockets  in  outlying  sections 
and  is  stored  in  the  small  pockets  for  delivery  to  local 
customers. 

The  coal  is  discharged  from  the  railroad  cars  on  a  sid 
ing  alongside  the  pocket,  is  elevated  by  a  gravity  discharge 


elevator-conveyor  which  takes  it  up  and  acru»>  mir  end 
of  the  pocket  and  delivers  it  to  either  one  of  two  longi 
tudinal  distributing  conveyors,  which  run  over  the  tops 
of  the  various  bins  and  deliver  the  coal  to  them.  The 
loading  chutes  underneath  this  pocket  are  made  with  two 
delivery  spouts  at  different  levels,  the  upper  one  for  load 
ing  to  large  automobile  trucks,  and  the  lower  one  for 
loading  to  coal  wagons  or  low  trucks. 

When  a  retail  coal  pocket  is  built  so  that  all  of  the 
coal  is  stored  in  overhead  bins,  it  means  that  the  entire 
weight  of  the  coal  has  to  be  supported  on  the  under 
structure  of  the  pocket  and  this  necessarily  makes  the 
floor  and  under  structure  and  the  foundations  expensive. 
It  is,  therefore,  frequently  more  economical  to  store  the 
greater  part  of  the  coal  in  ground  storage  bins  and  to 
build  overhead  bins  for  only  a  limited  amount  of  the 
coal,  and  then  arrange  the  machinery  so  that  the  same 
equipment  will  handle  the  coal  to  the  overhead  bins  or 
to  the  ground  storage,  and  also  transfer  it  from  the  ground 
storage  to  the  overhead  bins  when  it  is  necessary  to  draw 
the  coal  from  the  ground  storage. 

With  this  type  of  pocket  the  ground  storage  is  in  the 
nature  of  a  reserve  storage  and  the  overhead  bins  are  the 
active  storage,  with  gravity  delivery  to  wagons  or  trucks. 
The  greater  part  of  the  coal  can  be  handled  directly 
through  the  overhead  bins  to  the  trucks  and  wagons,  so 
that  this  coal  has  to  be  handled  only  once.  When,  how 
ever,  a  greater  amount  of  coal  is  received  than  can  be 
taken  care  of  in  the  overhead  bins,  it  is  stored  in  the 
ground  storage  bins,  and  then,  when  there  is  no  coal 
coming  in  to  be  handled  to  the  overhead  bins,  the  supply 
in  the  ground  storage  bins  is  drawn  upon.  This  means 
that  the  coal  stored  in  the  ground  bins  has  to  be  handled 
twice,  but  the  additional  cost  for  this  work  does  not 
amount  to  a  great  deal,  since  no  additional  force  is  neces 
sary  for  doing  the  work  and  the  cost  of  power  for  op 
erating  the  machinery  is  a  comparatively  small  item. 

A  diagram  of  a  combination  overhead  and  ground 
storage  coal  pocket  is  shown  in  Fig.  2.  The  overhead 
bins  are  along  the  front  of  the  pocket  and  have  a  storage 
capacity  of  300  tons.  The  ground  storage  bins  are  at 
the  rear  and  have  a  capacity  of.  900  tons.  The  coal  is  fed 
by  a  chute  with  a  regulating  gate  from  the  track  hopper 
to  a  short  flight  conveyor  which  rui;s  across  in  a  tunnel 
underneath  the  pocket  and  delivers  to  a  gravity  discharge 
elevator-conveyor  which  encircles  the  pocket  and  delivers 
either  to  the  overhead  bins  or  to  the  ground  storage  bins. 
Lowering  chutes  are  used  for  delivering  the  coal  into  the 
bins  with  a  minimum  amount  of  breakage.  The  chutes 
from  the  overhead  bins  to  the  wagons  and  trucks  are 
housed  over  with  a  shed  roof.  When  the  ground  storage 
coal  is  needed  it  is  delivered  through  gates  to  the  lower 
run  of  the  elevator-conveyor  in  the  tunnel  underneath  the 
pocket,  re-elevated  and  delivered  to  the  overhead  bins.  This 
equipment  is  driven  by  an  electric  motor  and  the  handling 
capacity  is  from  35  to  40  tons  of  coal  an  hour. 

A  diagram  of  a  somewhat  similar  pocket,  except  that 
in  this  case  the  whole  upper  part  of  the  pocket  is  made 
into  overhead  bins  with  wagon  loading  chutes  on  both 
sides  and  with  the  railroad  track  running  across  the  end 
of  the  pocket  instead  of  alongside,  is  shown  in 
Fig.  3.  The  storage  capacity  is  800  tons  in  the 
overhead  bins  and  700  tons  in  the  ground  stor 
age  bins.  The  walls  of  the  ground  storage  bins  are 
built  entirely  of  concrete  and  the  upper  part  of  the  pocket 
is  built  of  wood  resting  on  these  concrete  walls.  The  coal 
is  discharged  from  the  railroad  cars  into  the  track  hopper 


672 


HANDLING  AND   STORING  COAL 


LOCOMOTIVE   COALING   STATIONS 


673 


and  is  fed  through  a  regulating  gate  to  the  foot  of  the 
gravity  discharge  elevator-conveyor,  which  elevates  it  and 
delivers  it  to  the  overhead  bins.  When  these  overhead, 
bins  are  filled  and  there  is  more  coal  to  be  stored,  part  of 
the  coal  in  the  overhead  bins  can  be  discharged  through 
gates  in  the  floor  down  into  the  ground  bins,  and  the 
overhead  bins  can  then  be  refilled.  The  ground  storage 
coal  is  rehandled  to  the  overhead  bins  in  the  same  man 
ner  as  in  the  plant  above  described. 

This  pocket  is  also  equipped  with  a  rotary  screen  for 
resizing  the  screenings  taken  from  underneath  the  wagon 
loading  chutes.  These  screenings  are  collected  and  de 
livered  to  the  main  elevator  which  elevates  them  and  de 
livers  them  to  the  rotary  screen,  which  re-sizes  them  and 
delivers  them  to  small  bins  underneath.  The  machinery 
is  all  operated  by  a  single  electric  motor  and  the  capacity 
is  about  45  tons  per  hour. 

A  pocket  with  small  overhead  bins  at  one  end  with 
three  driveways  underneath,  and  with  the  rest  of  the 
pocket  divided  into  four  large  ground  storage  bins  is 
shown  in  Fig.  4.  This  design  is  suitable  for  a  large 
amount  of  ground  storage  and  a  comparatively  small 
amount  of  overhead  storage.  The  machinery  consists  of 
a  gravity  discharge  elevator  and  a  distributing  flight  con 
veyor  for  delivering  the  coal  to  the  bins,  and  a  reclaiming 
flight  conveyor  in  a  tunnel  underneath  the  ground  storage 
bins  to  be  used  only  when  the  coal  is  being  taken  out  of 
the  ground  storage.  This  makes  a  simple  and  economical 
machinery  arrangement,  considering  the  amount  of  storage 
obtained,  and  one  which  costs '  comparatively  little  for 


maintenance  When  handling  from  railroad  cars  to  the 
bins  only  the  elevator  and  distributing  flight  conveyor 
need  be  operated. 

A  5,500-ton  overhead  and  ground  storage  pocket  is 
shown  in  Fig.  5.  The  overhead  pockets  have  a  capacity 
of  only  500  tons  of  coal.  This  pocket  proved  a  most 
economical  design  considering  the  amount  of  storage  ob 
tained.  It  consists  essentially  of  four  walls  and  a  roof 
with  partitions  and  inclined  floors  to  form  the  overhead 
bins.  There  is  a  monitor  along  the  roof  for  the  dis 
tributing  flight  conveyor  over  the  bins,  and  a  tunnel  un 
derneath  for  the  reclaiming  flight  conveyor  which  takes 
the  coal  out  of  the  ground  storage  bins.  It  was  not 
possible  in  this  case  to  run  a  railroad  siding  into  the 
yard,  so  a  tunnel  was  built  underneath  a  street,  and  un 
derneath  part  of  a  railroad  yard  adjoining,  and  a  flight 
conveyor  installed  in  this  tunnel ;  the  coal  can  thus  be  un 
loaded  from  railroad  cars  standing  in  the  railroad  yard 
and  conveyed  in  the  tunnel  to  the  foot  of  the  elevator. 

The  machinery  has  a  capacity  of  from  45  to  50  tons  an 
hour  and  is  all  driven  by  a  single  electric  motor,  located 
on  a  platform  about  half-way  between  the  ground  level 
and  the  distributing  conveyor  level  at  the  elevator  end  of 
the  pocket.  One  chain  drive  runs  up  to  the  head  of  the 
elevator,  which  is  connected  by  means  of  bevel  gearing 
to  the  foot  shaft  of  the  distributing  conveyor.  Another 
chain  drive  runs  down  into  the  tunnel  and  is  connected 
by  means  of  spur  gearing  to  the  head  shaft  of  the  con 
veyor  from  the  railroad  cars  and  to  the  head  shaft  of 
the  reclaiming  conveyor  underneath  the  pocket. 


Locomotive  Coaling  Stations 


The  coal  usually  is  discharged  from  bottom-dump  coal 
cars  to  one  or  more  track  hoppers,  and  is  fed  by  recipro 
cating  or  apron  feeders  to  a  chain  and  bucket  elevator, 
usually  of  the  gravity  discharge  type,  or  sometimes  to  an 
inclined  flight  or  belt  conveyor.  For  small  or  moderate 
size  pockets  the  delivery  to  the  bins  is  by  chutes ;  for  longer 
pockets  distributing  conveyors  are  used  or  the  gravity  dis 
charge  machines  are  extended  horizontally  so  as  to  dis 
tribute  the  coal  in  the  bins.  Skip  hoists  of  the  single  or 
double  type  are  also  used  for  elevating  coal  at  locomotive 
coaling  stations,  and,  where  the  overhead  bin  extends  over 
considerable  length,  car  systems  are  sometimes  used  with 
the  skip  hoists  for  distributing  the  coal  to  the  bins. 

Trestle  storage  pockets  are  also  used  in  many  cases,  the 
coal  cars  being  run  up  on  a  trestle,  with  pockets  underneath 
for  delivering  the  coal  to  the  tenders;  on  account  of  the 
height  required  to  deliver  the  coal  to  the  tenders,  the  trestles 
must  be  built  high,  and  a  long  approach  is  required  to  get 
the  cars  up  on  the  trestle ;  the  construction  and  maintenance 
costs  are  high  and  much  ground  space  is  required  for  the 
approach.  This  type  of  coaling  station  is  practically  out  of 
the  question  for  a  terminal  in  or  near  a  city. 

At  points  where  few  engines  are  handled  hand  methods 
of  coaling  are  often  used;  the  coal  is  shoveled  from  the 
cars  to  a  coal  wharf  or  platform,  and  is  then  shoveled  into 
the  tenders.  In  some  cases,  advantage  can  be  taken  of 
side  hills  by  running  an  elevated  track  above  the  coal 
wharf  and  building  small  pockets  with  chutes  which  deliver 
to  large  wheelbarrows ;  the  coal  can  thus  be  transferred 
from  the  pockets  to  the  tenders.  These  hand  methods  are, 
however,  expensive  and,  in  order  to  load  a  locomotive  with 
out  delaying  it  too  long  several  men  are  required ;  when 
only  a  few  engines  are  coaled  each  day  this  makes  the 


handling  costs  per  ton  excessive.  Even  at  points  where 
only  a  small  amount  of  coal  is  required  each  day,  some 
mechanical  method  of  elevating  the  coal  and  some  overhead 
bin  storage  is  probably  justifiable  in  almost  all  cases;  the 
coal  will  then  always  be  ready  for  the  locomotive  and 
can  be  loaded  quickly  by  the  fireman  or  possibly  one  man 
at  the  station. 

With  the  smaller  coaling  station  the  overhead  bin  storage 
is  sometimes  dispensed  with  and  a  coal  car  is  held  at  the 
station  to  act  as  storage ;  the  machinery  is  then  operated 
whenever  a  locomotive  is  to  be  coaled,  the  coal  being  han 
dled  directly  from  the  car  to  the  tender.  The  equipment 
for  this  work  usually  consists  of  track  hopper,  feeder,  and 
some  form  of  chain  and  bucket  elevator,  usually  of  the 
continuous  bucket  or  gravity  discharge  type;  sometimes  a 
skip  hoist  is  used  in  place  of  the  chain  and  bucket  machine. 
The  machinery  supporting  structure  is  usually  built  either 
of  wood  or  steel,  or  a  combination  of  these.  Where  an 
overhead  bin  is  added  it  is  usually  built  of  wood ;  a  single 
coaling  chute  is  used  to  load  the  coal  from  the  head  of  the 
machine  or  from  the  bin  to  the  locomotive  tenders. 

For  somewhat  larger  stations,  gravity  discharge  elevators 
and  skip  hoists  are  both  used  to  quite  a  large  extent  for 
elevating  the  coal  and  delivering  it  to  the  bins.  The  feed 
in  either  case  is  usually  automatic,  reciprocating  or  apron 
feeders  being  used  to  feed  the  gravity  discharge  machines, 
and  automatic  gates  on  the  track  hoppers  to  feed  the  coal 
to  the  skip  hoists.  The  overhead  bins  for  these  larger 
stations  can  be  built  of  wood,  steel,  concrete,  or  a  combina 
tion  of  these  materials.  The  wood  construction  is  usually 
the  cheapest  in  first  cost,  but  is  not  so  permanent  as  the 
other  two  materials,  and  there  is  also  a  greater  fire  risk. 
A  steel  structure  can  be  made  quite  permanent  but  the 


674 


HANDLING  AND   STORING   COAL 


EQUIPMENT  FOR  COALING  STEAMSHIPS  AND  LOADING  COAL  TO  VESSELS      675 


locomotive  gases  tend  to  corrode  the  steel,  so  that  at  a  large 
station  where  locomotives  stand  alongside  or  underneath 
the  station  much  of  the  time,  the  maintenance  cost  is  apt 
to  be  high.  Concrete  is  undoubtedly  the  best  material  for 
coaling  stations,  since  it  is  the  most  permanent  and  since 
the  fire  risk  is  practically  eliminated,  except  for  the  rare 
possibility  of  the  coal  itself  getting  on  lire;  the  concrete  docs 
not  involve  any  maintenance  cost  for  painting. 

Where  wooden  bins  are  used  they  are  usually  made  rect 
angular  with  sloping  bottoms,  whereas  with  the  steel  or  con 
crete  construction  both  rectangular  and  circular  bins  are 
used,  the  circular  form  being  economical  to  construct.  The 
bottoms  are  made  sloping  to  make  the  bins  practically  self- 
cleaning,  but  this  would  not  seem  to  be  necessary  in  all 
oases,  especially  where  the  bins  are  not  large,  since,  in 
such  cases,  there  is  little  coal  which  will  not  flow  out,  even 
if  the  bottom  is  made  flat,  and  flat  bottom  bins  are  much 
easier  and  cheaper  to  build. 

Pivoted  bucket  carriers  are  also  used  for  elevating  and 
distributing  coal  in  locomotive  coaling  stations,  and  since 
these  carriers  are  the  most  rugged  type  of  conveyor  they  are 
low  in  operating  and  maintenance  costs ;  they  are,  however, 
not  suited  to  handling  large  lump  coal  and  can  be  used  only 
for  handling  the  smaller  sizes,  say  not  over  6  in.  or  8  in. 
lumps. 

Various  track  arrangements  are  used,  the  coaling  tracks 
being  sometimes  underneath  the  bins,  and  sometimes  at  one 
end  or  at  the  side.  The  track  arrangement  is,  of  course, 
dependent  to  a  large  extent  upon  local  conditions  and  re 
quirements,  but  it  would  seem  that  certain  standard  track 
arrangements  and  certain  standard  designs  for  coaling  sta 
tions  could  be  developed,  so  that  the  engineering  and  con 
struction  costs  could  be  reduced  by  the  use  of  such  designs, 
either  in  whole  or  in  part,  with  necessary  modifications  to 
suit  local  conditions. 

Handling  Ashes  or  Cinders 

The  ashes  or  cinders  are  only  about  10  per  cent  or  15  per 
cent  of  the  weight  of  the  bituminous  coal  consumed.  These 
cinders  must  be  collected  from  the  points  where  they  are 
cleaned  out  of  the  locomotive  ash  pans,  and  they  must  then 
be  elevated  and  delivered  to  railroad  cars.  They  are  quite 
abrasive  and,  after  being  quenched  with  water  tend  to  de 
velop  a  weak  acid  which  is  quite  corrosive  to  steel  and 
somewhat  corrosive  to  malleable  iron  or  cast  iron ;  the  eco 
nomical  handling  of  cinders  is,  therefore,  a  somewhat  more 
complicated  problem  than  the  coal  handling. 

The  usual  method  is  to  build  a  pit  underneath  the  dump 
ing  track  with  each  rail  supported  on  a  wall,  and  either 


discharge  the  cinders  into  the  pit  or  into  small  cars  or 
buckets  in  the  pit.  Where  the  cars  or  buckets  are  used  they 
can  be  moved  on  rails  in  the  pit  and  the  cinders  delivered 
to  a  skip  hoist  or  some  other  form  of  elevator,  or  the  car 
bodies  or  buckets  can  be  picked  up  by  a  hoist  and  elevated 
MI  that  the  cinders  can  lie  discharged  into  an  overhead  bin 
or  direct  to  a  railroad  car.  Where  the  cars  or  buckets  are 
not  used  the  cinders  are  usually  shoveled  or  scraped  along 
in  the  pit  by  hand  to  the  feeding  point  of  a  conveyor  or 
are  picked  out  of  the  pit  by  a  small  grab  bucket  operated 
by  a  locomotive  crane,  or  some  other  form  of  hoist,  or  are 
shoveled  out  of  the  pit  by  hand.  Pivoted  bucket  carriers 
have  been  successfully  used  for  handling  these  cinders,  the 
chains  and  buckets  being  made  of  malleable  iron  which  does 
not  corrode  easily.  These  carriers  may  be  made  to  serve 
a  number  of  tracks,  each  track  having  its  own  pit  and  feed 
ing  point  for  delivering  the  cinders  to  the  carrier,  the  han 
dling  from  these  feeding  points  to  the  overhead  bin  being 
automatic,  thereby  making  it  possible  to  handle  the  cinders 
rapidly  and  economically. 

A  special  type  of  bucket  or  car  with  removable  body 
has  been  developed  for  handling  locomotive  cinders,  these 
buckets  being  mounted  on  trucks  in  -the  pit,  and  being  lifted 
off  these  trucks  by  a  hoist  located  at  the  overhead  bin ;  the 
bucket  is  arranged  for  dumping  through  the  bottom  by  a 
releasing  door  latch  when  it  has  been  hoisted  and  moved 
over  the  bin.  In  some  cases  the  hoist  is  arranged  to  deliver 
direct  to  a  railroad  car  instead  of  to  an  overhead  bin.  Small 
cars  which  receive  the  ashes  from  the  pits  and  deliver  to 
a  skip  hoist  are  also  used. 

Sand  Handling 

The  sand  for  the  locomotives  is  usually  received  at  a 
locomotive  coaling  station  in  a  damp  state,  and  has  to  be 
unloaded  from  the  cars  and  cither  elevated  to  a  wet  sand 
mil,  or  tirst  dried  and  then  elevated  to  a  dry  sand  bin,  from 
which  it  is  spouted  to  the  locomotives.  In  some  cases, 
where  skip  hoists  are  used  for  elevating  the  coal,  the  same 
machine  is  used  for  elevating  the  sand  and  delivering  it  to 
the  wet  sand  bin.  Where  bucket  elevators  are  used  it  is 
not  usually  advisable  to  use  the  coal  handling  machine  for 
handling  sand.  As  a  rule  a  separate  chain  and  bucket  ele 
vator  is  used,  this  machine  being  of  small  capacity  and 
comparatively  simple  and  inexpensive  in  construction.  The 
sand  is  dried  in  special  sand  drying  stoves  or  steam  dryers, 
and.  after  it  has  been  dried,  it  is  usually  raised  by  an  air 
conveying  system  to  the  dry  Sand  bin.;  which  should  be 
located  at  the  proper  points  for  convenient  delivery  to  the 
locomotives. 


Equipment  for  Coaling  Steamships  and  Loading  Coal  to  Vessels 


The  enormous  amounts  of  coal  required  to  drive  steam 
ships,  and  the  cargoes  of  coal  handled  by  water,  present 
problems  in  loading  into  the  steamship  bunkers  and  in  the 
loading  of  cargo  coal  into  the  holds  of  the  vessels  that  re 
quire  great  ingenuity  and  involve  the  expenditure  of  large 
amounts  of  money  to  accomplish  the  work  expeditiously 
and  economically.  The  bunkers  of  some  of  the  larger 
steamships  are  capable  of  holding  as  much  as  10.000  tons 
of  coal,  and  this  coal  must  be  loaded  in  a  short  time,  since 
any  delay  to  a  vessel  of  this  size  is  costly. 

Since,  as  a  rule,  the  steamship  is  tied  up  to  the  wharf 
when  the  coaling  is  done,  so  that  freight  can  also  be  loaded 
at  the  same  time,  the  coal  must  be  brought  in  barges  and 
handled  from  the  barges  to 'the  bunkers.'  Various  methods 


are  employed  for  doing  this  work,  such  as  loading  the  coal 
into  tub  buckets  and  hoisting  it  with  the  ship's  derricks, 
handling  with  grab  buckets  operated  as  a  rule  by  derricks 
or  cranes,  or  handling  by  continuously  operating  chain  and 
bucket  elevators.  The  latter  method  is  the  most  rapid  and 
flexible  yet  devised ;  when  coaling  a  large  steamship  a  num 
ber  of  the  chain  and  bucket  machines  can  be  operated  at  the 
same  time.  In  some  cases,  instead  of  using  chains  with  the 
buckets  attached  to  them,  buckets  and  steet  plates  are  used 
alternately,  and  are  attached  together  to  form  practically 
an  endless  steel  belt  traveling  over  drums  at  head  and  foot, 
the  drums  being  made  of  steel  discs  connected  by  heavy 
steel  rods  so  as  to  form  wheels  similar  to  wide  sprocket 
wheels. 


676 


HANDLING  AND   STORING  COAL 


The    Discharge    Is   Through   Telescopic    Chutes 


The    Discharge    Point   Is    Adjustable 


Unloading  Barge  to  Truck 


Coaling  Direct  from  Car 


EQUIPMENT  FOR  COALING  STEAMSHIPS  AND  LOADING  COAL  TO  VESSELS     677 


These  machines  are  mounted  on  steel  frames  equipped 
with  a  ring  or  bail  at  the  top,  so  that  they  can  be  moved 
by  a  derrick  or  crane.  Where  the  buckets  travel  around 
terminal  pulleys  at  head  and  foot,  they  dig  up  the  coal  from 
the  barge  as  they  pass  around  the  foot  wheel,  carry  it  up 
to  the  top,  and  deliver  it  as  they  pass  around  the  head  wheel, 
long  telescopic  chutes  serving  to  deliver  the  coal  at  the 
desired  points.  Where  one  machine  does  not  reach  a  suffi 
cient  height,  two  machines  are  sometimes  used,  one  deliver 
ing  to  the  other ;  in  other  cases  where  more  horizontal  reach 
is  desired,  a  portable  belt  conveyor  is  sometimes  used  to 
carry  the  coal  over  horizontally  or  at  an  incline,  possibly 
in  order  to  reach  over  an  intervening  lighter  from  which 
freight  is  being  loaded  to  the  steamship. 

Another  form  of  elevator  is  really  of  the  gravity  dis 
charge  type,  the  buckets  being  attached  between  two  strands 
of  chain,  and  the  discharge  being  accomplished  by  turn- 
wheels  which  cause  the  chains  and  buckets  to  turn  and 
travel  horizontally  or  at  a  slight  downward  incline,  so  that 
the  coal  is  discharged  from  the  buckets  as  they  turn.  The 
height  of  the  discharge  point  is  adjustable  with  these  ma 
chines,  the  turn-wheels  being  mounted  on  a  frame  which 


strong  and  rugged  to  bland  the  severe  service  of  digging 
this  kind  of  coal. 

In  some  cases  portable  conveyors  are  used  to  dis 
tribute  the  coal  in  the  ships'  bunkers,  and  sometimes  ships 
are  equipped  with  stationary  conveyors  which  are  fed  at 
fixed  points  and  which  distribute  the  coal  in  the  bunkers. 
Another  method  that  has  been  devised  for  distributing 
coal  in  ships'  bunkers  is  by  revolving  steel  plates,  located 
close  together  and  close  to  the  top  of  the  bunker,  and  ar 
ranged  with  plows  to  scrape  the  coal  off  of  one  plate  and 
on  to  the  next.  As  the  coal  falls  through  the  hatches  which 
have  discs  adjacent  to  them,  it  piles  up  on  the  bunker 
floor,  gradually  rising  to  the  level  of  the  discs,  and  eventu 
ally  falling  on  the  top  faces  of  the  discs.  The  discs  are 
then  started  revolving,  and  the  coal  is  passed  from  one 
disc  to  the  next,  so  that  it  is  gradually  stocked  out  in  the 
bunker  up  to  the  level  of  the  discs. 

Another  method  of  handling  coal  to  steamship  bunkers  is 
by  self-unloading  coal  lighters.  These  lighters  are  equipped 
with  bins,  into  which  the  coal  is  loaded  and  from  which 
it  can  be  fed  to  a  conveyor  running  underneath  or  between 
the  bins ;  the  conveyor  carries  the  coal  horizontally  and 


Loading  Direct  from   Car  to  Vessel 

can  be  moved  up  and  down,  so  as  to  raise  or  lower  the  dis 
charge  point.  This  design  eliminates  the  necessity  of  the 
long  telescopic  chute,  the  coal  being  elevated  only  to  a 
sufficient  height  for  delivery  to  the  bunkers,  instead  of  be 
ing  elevated  all  the  way  to  the  top  of  the  machine  and 
delivered  down  a  long  chute.  The  whole  machine  can  be 
allowed  to  descend  so  as  to  follow  the  coal  down  as  it  be 
comes  lower  in  the  lighter  without  changing  the  level  of  the 
delivery  point.  These  machines  are  built  to  handle  as  much 
as  125  tons  per  hour  of  run-of-mine  soft  coal,  and  because 
of  the  large  lumps  have  to  be  equipped  with  good  sized 
buckets,  usually  about  24  in.  long ;  all  parts  must  be  built 


Coaling   from    a   Traveling  Tower 

then  up  an  incline,  or  delivers  it  to  a  second  machine 
which  does  the  elevating  either  vertically  or  at  an  incline, 
the  coal  being  elevated  to  a  sufficient  height  for  delivery 
to  the  ship's  bunkers.  The  machinery  on  these  lighters 
is  sometimes  capable  of  handling  as  much  as  500  tons 
per  hour,  so  that  a  steamship  can  be  coaled  rapidly.  As 
a  rule  the  carrying  capacity  is  not  over  1,000  tons  of 
coal,  so  that  a  single  lighter  cargo  will  not  coal  a  large 
steamship.  They  are  used  to  quite  a  large  extent  on  the 
Great  Lakes,  where  world's  records  are  made  for  the 
rapid  loading  and  unloading  of  vessels. 
The  loading  of  cargo  coal  into  vessels  is  usually  done 


678 


HANDLING   AND   STORING  COAL 


I iv  fixed  equipment  on  the  shore,  the  vessel  being  tied  up 
to  the  coal  wharf,  and  the  coal  delivered  over  gravity 
chutes  into  the  vessel.  Trestles  are  sometimes  built  out 
on  the  wharf  so  that  the  coal  cars  can  be  run  out  on  the 
trestle,  and  the  coal  delivered  by  gravity  chutes  direct 
from  the  cars  to  the  vessels.  Various  methods  have  been 
devised  to  avoid  breakage  when  delivering  over  these 
gravity  chutes  into  the  hold  of  the  vessel,  one  of  these 
methods  being  adjustable  telescopic  chutes.  The  hopper 
at  the  upper  end  of  the  inclined  chute  to  the  vessel  is 
arranged  to  slide  up  and  down,  and  there  are  sliding 
plates  forming  the  front  of  the  vertical  part  of  the  chute 
which  also  move  up  and  down  with  the  hopper.  At  the 
lower  end  of  the  vertical  part  of  the  chute  is  an  inclined 
chute,  the  angle  of  which  can  be  adjusted  so  as  not  to 
deliver  the  coal  with  too  great  a  velocity.  The  inclined 
part  of  this  chute  is  arranged  to  fold  back  out  of  the 
way  when  not  in  use. 

Since  run-of-mine  bituminous  coal  does  not  flow  freely 
through  the  bottom  doors  of  standard  railroad  cars,  the 
unloading  of  coal,  even  from  the  best  types  of  cars,  is  not 
rapid  enough  and  requires  too  much  labor  where  large 
amounts  of  coal  are  loaded  to  vessels.  In  such  cases  a 
car  dumper  is  used  which  turns  the  car  over  and  dumps 
the  coal  out  either  to  a  chute  leading  direct  to  the  vessel 
or  to  other  transfer  cars,  which  are  designed  to  discharge 
rapidly  and  automatically  through  large  bottom  doors,  these 
cars  being  taken  up  on  a  trestle,  from  which  the  coal  is 
delivered  by  gravity  to  the  vessel. 

In  some  cases  traveling  towers,  to  which  the  coal  is  de 
livered  by  conveyors,  have  been  used  in  place  of  high 
trestles,  the  traveling  tower,  of  course,  being  much  less 
expensive  than  the  long  high  trestle,  with  the  long  ap 
proach  or  mechanical  means  for  getting  the  cars  up  on 
the  trestle.  The  illustrations  show,  an  equipment  of  this 
kind,  which  was  designed  for  a  location  where  only  a 
moderate  loading  capacity  was  required,  and  where  the 
expense  for  a  car  dumper  or  for  a  high  trestle  for  the 
railroad  cars  was  not  considered  justifiable.  At  the  in-shore 
end  of  the  pier  are  four  parallel  railroad  tracks,  under 
three  of  which  are  track  hoppers  into  which  the  coal  can 
be  dumped  from  the  railroad  cars. 

Just  beyond  the  track  hoppers  is  a  car  transfer  table 
which  connects  with  all  four  tracks,  so  that  as  soon  as 
a  car  is  unloaded  it  can  be  run  on  the  transfer  table  and 
transferred  to  the  fourth  track  and  another  car  placed  over 
the  track  hopper  from  which  the  car  was  removed.  This 
arrangement  avoids  delay  in  shifting  cars  and  with  the  three 
separate  unloading  tracks  the  blocking  of  one  of  them  by 
a  car  that  is  difficult  to  unload,  or  from  some  other  cause, 
does  not  interfere  with  the  use  of  the  other  two  track 
hoppers. 

Running  underneath  the  track  hoppers  at  hight  angles 
to  the  tracks  is  an  apron  conveyor  which  receives  the 
coal  from  the  hoppers  and  delivers  it  to  a  belt  conveyor 
running  along  the  length  of  the  pier.  The  coal  from  the 
rear  track  hopper,  nearest  the  empty  track,  feeds  direct 
to  the  apron  conveyor,  while  that  from  the  other  two 


hoppers  is  fed  by  reciprocating  feeders  to  the  moving 
apron  and  deposited  on  top  of  the  coal  already  on  it. 

The  movable  tower  rests  on  four  eight-wheel  trucks, 
traveling  on  rails  along  the  length  of  the  pier,  and  it  car 
ries  a  vertical  continuous  bucket  elevator  to  which  the 
belt  conveyor  delivers  by  a  tripper  fitted  into  the  lower 
end  and,  therefore,  moving  along  with  it. 

The  coal  is  elevated  and  delivered  at  the  head  of  the 
elevator  to  a  two-way  chute  leading  to  two  standard 
coaling  chutes  for  delivery  to  vessels ;  one  of  these  chutes 
delivers  to  vessels  on  one  side  of  the  pier  and  the  other 
to  vessels  on  the  other  side.  The  handling  capacity  of  the 
equipment  is  figured  at  600  tons  per  hour,  i.  e.,  200  tons 
per  hour  for  each  track  hopper,  and  all  the  coal  can  be 
delivered  to  a  vessel  on  one  side  of  the  pier  or  the  stream 
can  be  divided  by  the  two-way  gate  at  the  head  of  the 
elevator  so  that  it  will  go  to  both  loading  chutes  simul 
taneously  and,  in  this  way,  coal  two  vessels  at  the  same 
time,  one  on  each  side  of  the  pier.  In  practice  coal  will 
probably  seldom  be  delivered  to  more  than  one  vessel  at 
a  time,  as  the  hatches  of  two  vessels  will  not  be  likely  to 
match  up  so  that  the  chute  can  be  easily  set  to  reach  both 
vessels. 

The  machinery  is  all  electrically  operated,  the  current 
being  220-volts,  3-phase,  60-cycle  alternating  current ;  the 
control  system  for  the  conveyor  equipment  is  interlocked 
in  such  a  way  that  the  elevator  is  necessarily  started  first, 
then  the  belt  conveyor,  then  the  apron  conveyor  and  re 
ciprocating  feeders ;  in  shutting  down  the  reverse  order 
must  be  followed.  This  eliminates  any  possibility  of  flood 
ing  the  elevator  or  belt  conveyor. 

The  pier  and  the  movable  tower  are  made  wide  enough 
and  are  so  designed  that  the  capacity  can  be  doubled  or 
tripled  if  need  be  by  adding  one  or  two  conveyor  equip 
ments  exactly  similar  to  the  first  one,  this  one  being 
the  central  equipment  and  space  being  provided  on  each 
side  for  additional  machines. 

If  the  capacity  should  be  increased  to  1,200  tons  per  hour 
a  car  dumper  would  probably  be  added  to  dump  the  cars 
at  the  shore  end,  instead  of  unloading  them  through  the 
bottom  doors;  this  would  surely  be  the  logical  step  if  the 
conveyor  equipment  should  be  tripled  to  a  capacity  of 
1,800  tons  per  hour. 

Tn  loading  lump  coal  or  coal  briquets,  where  it  is  espe 
cially  desirable  to  avoid  breakage,  chutes  have  been  used 
in  some  cases  with  mechanical  feeders  at  the  bottom  to 
feed  the  coal  slowly  and  deposit  it  gently  on  the  pile  in 
the  hold  of  the  vessel.  A  chute  of  this  kind  handled  by 
a  traveling  gantry  tower  spanning  the  railroad  tracks  on 
a  coal  pier  is  shown  in  the  illustrations.  The  coal  is 
delivered  from  the  regular  adjustable  coal  pier  chutes  to 
this  special  feeding  chute  and  thereby  deposited  gently 
in  the  hold  of  the  vessel.  In  other  cases,  where  break 
age  is  no  object,  special  high  speed  feeders  are  used  at  the 
bottom  of  similar  chutes  to  spread  the  coal  in  the  vessel 
hold  by  projecting  it  forward  in  the  same  manner  in  which 
it  is  delivered  to  the  ends  of  box  cars  by  the  projecting 
box  car  loaders. 


Sand  and  Gravel  Washing  Plants 


Tin:  KXTKNSIVE  USE  of  concrete  for  building  purposes, 
foundations  ;ind  roads,  has  lead  to  a  large  demand  for 
properly  sized  and  properly  washed  sand  and  gravel. 
The  sand  and  gravel  must  be  screened  to  the  proper  sizes 
so  that  specifications  for  standard  mixtures  of  certain  sixes 
can  be  met,  and  must  be  properly  washed  so  as  to  remove 
the  loam  which  tends  to  adhere  to  the  grains  of  sand  and 
to  the  stones.  Practically  all  sand  and  gravel  contains 
more  or  less  loam,  and  the  only  way  to  get  rid  of  it 
effectively  is  by  means  of  washing,  and,  to  do  this  wash 
ing  thoroughly,  the  material  must  be  tumbled  around  in 
the  water  and  the  particles  rubbed  against  each  other.  In 
practice  the  screening  and  washing  usually  are  done  simul 
taneously,  though  in  some  cases,  preliminary  scrubbers  are 
used  to  tumble  the  sand  and  gravel  around  together  and 
loosen  up  the  loam  before  the  material  is  started  over 
the  screens. 

The  digging  of  sand  and  gravel  from  banks  or  from 
bodies  of  water  is  accomplished  as  a  rtde  by  one  of  the 
five  following  methods : 

(1)  Automatic    grab    bucket,    operated    by    a    locomotive 
crane. 

(2)  Steam  shovel. 

(3)  Drag-line    excavator    bucket    operated    either    by    a 
locomotive  crane  or  by  a  cableway. 

(4)  Suction   dredge,   with   rotary   section   pump. 

(5)  Chain  and  bucket  elevator  type  of  dredge. 

A  grab  bucket  operated  by  a  locomotive  crane  is  a 
rapid  and  effective  method  of  digging  sand  or  gravel, 
where  the  digging  is  not  too  hard,  and  the  material  can 
be  dug  either  from  a  dry  bank  or  from  under  water. 
The  long  reach  of  the  crane  boom  makes  it  possible  to  dig 
a  considerable  amount  of  material  without  moving  the 
tracks,  and,  since  the  bucket  can  dig  some  distance  away 
from  the  track,  pits  of  considerable  depth  can  be  dug 
without  danger  of  cave-ins. 

Steam  shovels  are  satisfactory  for  digging  dry  banks, 
but  the  reach  of  the  steam  shovel  arm  is  much  less  than 
the  locomotive  crane,  so  that  the  cut  for  one  track  loca 
tion  is  narrower,  and  the  steam  shovel  cannot  dig  much 
below  its  track  level. 

The  drag-line  excavator  bucket  is  constantly  being  used 
more  for  this  sort  of  work,  since  by  the  use  of  an  overhead 
cableway,  the  drag-line  bucket  can  be  used  as  a  conveyor 
and  elevator  as  well  as  a  digger,  the  material  being  taken 
direct  to  the  washery,  and  discharged  at  almost  any  height 
desired. 

The  use  of  a  suction  dredge  is  limited  to  places  where 
sufficient  water  is  available,  and  \vhere  the  sand  and  grave! 
does  not  contain  stones  too  large  to  be  properly  handled 
by  the  suction  pump.  This  type  of  dredge  also  requires 
a  scow  for  carrying  the  dredge  pump,  so  that  it  can  be 
moved  around  on  the  body  of  water.  The  chain  and 
bucket  elevator  type  of  machine  is  used  to  a  certain 
extent  where  sand  and  gravel  are  to  be  dug  from  under 
neath  water,  and  while  this  type  of  equipment  is  likely 
to  be  expensive  in  first  cost,  it  will  dig  more  effectively 
and  handle  ccarser  material  than  the  suction  pump. 

For  transporting  the  material  from  the  bank  to  the 
washery.  cars,  operated  by  steam  or  electric  locomotives, 
or  cable  hauls  are  used  extensively.  Belt  conveyors  are 
also  used  more  or  less,  a  movable  conveyor  usually  being 
used  at  the  loading  point. 

Where  a  drag-line  cableway  excavator  is  used,  this  equip 


ment,  can,  as  stated  above,  be  used  also  to  transport  the 
material  to  the  desired  point.  Where  a  suction  pump  is 
used,  the  material  can  be  pumped  through  pipes  to  the 
de-sired  point. 

Unless  the  material  is  handled  by  a  drag-line  cableway 
excavator  which  delivers  it  at  the  top  of  the  washery, 
it  is  usually  necessary  to  use  some  type  of  elevator  or 
conveyor  for  taking  the  material  up  to  the  receiving 
hopper  at  the  top  of  the  washery.  The  machines  most 
used  for  this  purpose  are  inclined  belt  conveyors,  inclined 
apron  or  pan  conveyors,  continuous  bucket  elevators  and 
skip  hoists.  Helt  conveyors  have  a  large  capacity  on 
account  of  the  comparatively  high  speed  at  which  they  are 
operated.  Apron  conveyors  and  continuous  bucket  eleva 
tors,  if  properly  constructed,  are  very  rugged  and  reliable, 
while  the  skip  hoists  are  simple,  and  have  comparatively 
few  wearing  parts  though  their  service  is  intermittent 
instead  of  being  continuous  as  with  the  other  conveyors. 
F.ach  type  of  machine  has  its  own  advantages  under 
certain  conditions,  and  the  type  selected  should  be  the 
one  best  suited  to  the  particular  conditions  in  each  case. 

A  sand  and  gravel  plant  is  usually  built  with  overhead 
bins  with  screens  p'aced  overhead,  so  that  the  material 
passing  through  the  screens  can  be  delivered  direct  to 
the  bins.  The  bins  are  placed  at  the  proper  height  so 
that  the  sand  and  gravel  can  be  loaded  out  by  gravity 
into  railroad  cars  or  trucks.  If  the  material  contains 
stone  too  large  for  the  purpose  for  which  the  finished 
product  is  to  be  used,  one  or  more  crushers  should  be 
provided,  the  material  either  being  crushed  before  it  is 
sent  up  to  the  screens  or  passed  over  a  preliminary  screen 
which  takes  out  the  oversize  stones.  In  the  latter  case 
the  oversize  material  can  be  delivered  by  a  chute,  or 
otherwise,  to  a  crusher,  the  crushed  material  being  returned, 
and  mixed  with  the  other  material  which  is  delivered  to 
the  washery. 

In  sizing,  the  best  method  is  to  take  out  the  largest  sizes 
or  grades  first.  The  greatest  quantity  of  material  is 
handled  by  the  screen  making  the  first  separation  and 
naturally  the  easiest  and  most  effective  screening  result  is 
attained  by  having  the  first  screen  provided  with  large 
holes,  to  pass  readily  all  but  the  larger  sizes.  Then  with 
the  successive  removal  of  the  smaller  sizes,  the  quantity  of 
material  to  be  handled  is  continuously  reduced  as  the 
work  approaches  the  screening  of  greatest  difficulty — the 
separation  of  the  finer  sizes. 

In  addition  to  the  superior  screening  efficiency  by  pro 
gression  from  large  to  small  in  the  separation  of  sizes 
there  is  the  mechanical  advantage  of  greater  durability 
and  longer  life  for  the  screens,  because  the  greater  mass 
of  material  is  handled  by  the  heavier  screens,  whereas  the 
reverse  process  throws  the  most  destructive  work  on  the 
fine  screens,  which  naturally  are  least  able  to  endure  it. 

An  individual  screen  for  each  size  or  grade  of  product 
is  also  essential,  that  the  whole  volume  of  water  used 
may  be  utilized  in  each  screen  as  each  size  is  taken  out, 
thereby  giving  best  results  in  washing  and  highest  effec 
tiveness  to  the  water  supplied. 

Some  materials  carrying  large  amounts  of  clay,  loam  or 
molding  sand,  cannot  be  reduced  properly  in  the  first  sizing 
screen,  so  they  must  be  subjected  to  a  preliminary  agitation 
and  washing,  to  break  them  up  and  scour  them  before 
they  reach  the  screens. 

After    the    material    passes    through    the    sizing    screens, 


679 


680 


SAND  AND  GRAVEL  WASHING   PLANTS 


SAND   AND  GRAVEL  WASHING   PLANTS 


681 


the  sand  still  remains  with  the  soil  water,  from  which  it 
is  separated  by  a  sand  separating  tank  or  settling  tank. 
This  device  automatically  draws  the  sand  from  the  bottom 
and  allows  the  soil  water  to  flow  continuously  out  of  a 
spillway  at  the  top. 

The  number  of  screens  used  is  governed  by  the  number 
of  sizes  of  material  desired.  In  some  cases  the  screens  are 
mounted  on  skeleton  framework  or  tipples,  and  the  mate 
rial  drops  directly  into  cars  under  the  tipple.  In  the  opera 
tion  of  such  a  plant  a  car  must  be  provided  for  each  size, 
and  there  must  be  a  track  for  each  size  made. 

In  some  cases  the  screens  are  mounted  on  dredges, 
from  which  the  different  sizes  of  material  are  spouted 
direct  to  scows ;  or,  lor  portable  plants,  mounted  on  flat 
cars,  truck  wheels  or  rollcr>. 

The  bins  can  be  made  to  hold  from  a  few  carloads  to 
fifteen  or  twenty  carloads  and  may  be  built  of  wood, 
steel  or  concrete. 

Screens 

The  two  most  extensively  used  types  of  screens  are 
conical  in  shape.  In  one  the  material  is  delivered  to  the 
small  end  of  the  screen,  by  means  of  a  chute  or  water  pan, 
extending  back  into  the  screen,  and  this  end  of  the  screen 
is  closed  by  a  plate  so  that  the  direction  of  flow  of  the 
water  and  gravel  is  reversed  as  it  travels  back  towards 
the  large  end  of  the  screen.  The  smaller  material  passes 
through  the  screen  openings,  and  into  a  water  pan  or 
chute  underneath,  over  which  it  flows  to  the  next  screen. 
Each  screen  is  driven  by  a  separate  drive,  the  screen  being 
mounted  directly  on  the  end  of  the  drive  shaft  which  it 
overhangs. 

In  the  second  type  the  material  is  delivered  to  the  large 
end  of  the  screen,  the  whole  screen  being  inclined  at  an 
angle  sufficient  to  insure  the  material  traveling  on  down 
to  the  small  end  of  the  screen  where  the  oversize  material 
is  discharged  to  a  chute.  The  material  which  passes 
through  the  screen  is  caught  in  a  water  pan  underneath, 
and  delivered  thereby  to  the  next  screen.  With  this  system 
a  series  of  two  or  more  screens  can  be  mounted  on  the 
same  shaft,  to  that  one  drive  serves  for  several  screens. 
As  the  materials  are  fed  into  the  large  end  of  each 
screen  and  travel  toward  the  small  end,  the  principal  work 
is  imposed  upon  the  large  end  of  the  screen.  The  large 
end  has  more  perforations,  more  wearing  surface,  and  is 
equivalent  to  a  larger  screen  of  other  types.  It  there 
fore  has  greater  efficiency,  requires  less  power,  and  has 
small  upkeep  expense. 

The  screens  have  longitudinal  joints  and  can  be  dis 
mantled  from  the  shaft  without  disturbing  the  shaft.  Walk 
ways  should  be  provided  on  both  sides  of  the  screens,  to 
make  them  accessible.  This  type  of  screen  does  not 
require  so  much  timber  work  for  supports,  neither  does  it 
require  so  great  a  height  to  install.  It  is  made  in  four 
sizes,  depending  on  the  capacity  required  and  the  nature 
of  the  material.  The  number  of  screens  depends  on  the 
number  of  sizes  of  material  to  be  made. 


The  average  plant  is  equipped  with  three  screens.  The 
first  screen  has  usually  l!/2  in.  or  1J4  '"•  perforations, 
and  all  material  over  \l/i  in.  or  1J4  in.  is  discharged 
through  the  small  end  of  the  screen  into  the  first  bin. 
The  washing  process  now  begins,  as  the  revolving  motion 
of  the  screens  breaks  the  soil  and  foreign  matter  away 
from  the  gravel.  The  next  size  of  gravel  is  separated  from 
the  mass  by  the  second  screen,  in  the  same  manner  as 
the  first.  The  second  screen  usually  has  J4  in.  perfora 
tions,  and  the  material  in  the  second  bin  is  everything 
between  \l/z  in.  or  1J4  in.  and  J4  m-  The  third  screen 
is  made  with  Yt,  in.  or  J4  in.  perforations,  depending  on 
what  class  of  trade  the  owner  of  the  plant  has,  and  how 
coarse  he  wishes  his  sand. 

Pipe  nozzles  are  placed  at  the  discharge  ends  of  the 
screens,  for  injecting  water  to  prevent  the  material  from 
discharging  too  rapidly  and  carrying  over  some  of  the 
liner  parts.  This  fresh  water  is  a  rinsing  water  also  and 
is  an  important  feature  of  the  washing  process. 

The  sand,  water,  soils  and  impurities  are  discharged 
from  the  last  screen  into  the  sand  separator.  The  sand 
settles  to  the  bottom  of  the  tank,  and  the  water,  carrying 
the  impurities,  passes  over  the  opening  at  the  top  of  the 
tank  and  is  carried  away  by  a  launder.  The  sand  is  dis 
charged  automatically  at  the  bottom  of  the  tank. 

Automatic  Sand  Separator 

The  sand  separator  is  one  of  the  most  important  parts 
of  a  washing  plant.  A  poor  one  will  spoil  material  in  the 
bins  as  fast  as  it  is  prepared. 

The  body  of  the  separator  is  conical  in  form,  suspended 
from  a  lever  system  of  scale-beam  type,  and  fitted  at  the 
lower  or  small  end  of  the  cone  with  a  discharge  valve, 
fixed  to  a  stem  which  rises  through  the  center  of  the 
cone  and  is  so  attached  to  the  lever  system  as  to  act 
with  it — the  valve  opening  as  the  cone  descends,  and 
wee  versa. 

Soil  water  and  scoured  sand  from  the  screens  are  deliv 
ered  into  the  conical  body  of  the  separator.  The  sand 
settles  to  the  bottom  and  gradually  accumulates,  while  the 
water,  soon  filling  the  tank,  overflows  and  runs  continu 
ously  out  of  the  spill-way,  carrying  away  with  it  the 
impurities  in  suspension. 

The  poise  of  the  tank,  with  levers  and  counterweight,  is 
such  that  the  increased  weight  due  to  accumulation  of 
sand  in  the  tank  acts  to  overcome  the  leverage  of  the 
counterweight,  causing  the  valve  to  open  and  allow  the 
excess  sand  to  escape  to  the  bin  below.  The  passage  of 
sand  continues  until  the  tank  is  in  equilibrium  or  has 
discharged  the  excess  weight  of  sand. 

The  capacity  of  a  sand  separator  is  governed  more  by 
the  quantity  of  water  it  will  be  required  to  handle  than 
by  the  amount  of  sand.  The  72-in.  sand  separator  will 
handle  up  to  1,000  gal.  of  water  per  minute. 

The  60-in.  sand  separator  will  handle  up  to  650  gal.  of 
water  per  minute. 


682 


STONE   AND   LIME   HANDLING 


cu 

v 

H 


Stone  and  Lime  Handling 


A'  STONK  OUAKHIKS  the  rock  is  usually  handled  to  tilt- 
crushers  in  some  type  of  a  car,  usually  t-itlu-r  of  the 
side  dump  or  end  dump  type.  Win-re  the  rock  lias  to  be 
elevated  to  the  crusher,  this  is  frequently  done  by  mean- 
of  skip  buckets,  operated  by  wire  rope,  or,  in  some  cases, 
the  cars  are  taken  up  an  incline  by  means  of  a  rope  haul 
,or  chain  haul.  The  rock  is  then  delivered  to  the  crusher, 
and  after  passing  through  it  is  delivered,  either  by  gravity 
or  by  some  form  of  conveyor,  to  a  sizing  screen.  Rock 
crushers  are  of  the  jaw,  gyratory  or  two  roll  type,  most 
of  the  large  ones  being  of  one  of  the  two  latter  types, 
and  some  of  them  being  capable  of  crushing  600  tons  of 
rock  per  hour. 

'  Since  the  crushed  stone  is  usually  deposited  in  over 
head  bins,  so  that  it  can  be  loaded  by  gravity  to  wagons, 
trucks,  or  cars,  the  screens  are  located  over  the  bins,  and, 
in  most  cases,  it  is  necessary  to  elevate  the  crushed  stone 
to  the  screen.  The  type  of  machine  most  used  for  this 
purpose  is  a  continuous  bucket  elevator,  the  elevator 
necessarily  being  of  a  capacity  sufficient  to  take  care  of 
the  output  of  the  crusher,  unless  more  than  one  elevator  is 
used.  Some  of  these  elevators  are,  therefore,  very  heavy 
double  strand  machines  with  large  buckets,  and  since  the 
service  is  severe,  especially  where  an  unusually  abrasive 
rock  is  handled,  the  best  possible  design  and  construction 
must  be  used,  or  rapid  wear  and  high  maintenance  cost 
will  result.  The  first  cost  of  these  machines  is  likely  to 
be  high,  but  the  most  expensive  in  first  cost  is  apt  to  be 
the  cheapest  in  the  end  when  operating  and  maintenance 
costs  are  considered. 

The  screens  most  used  are  of  the  cylindrical  rotary  type, 
the  material  passing  over  the  fine  openings  first,  and  then 
on  down  over  the  larger  ones.  Some  of  these  screens  are 
supported  and  revolve  on  shafts  of  the  through  type  while 
others  have  a  short  shaft  at  one  end,  and  have  the  other 
end  fitted  with  tires  which  revolve  on  rollers.  The  service 
of  the  screens  is  also  severe,  so  that  they  must  be  of  heavy 
construction  and  well  designed,  with  provision  for  easy 
replacement  of  the  screen  plates  when  worn. 

The  bins  can  be  built  of  wood,  steel,  concrete,  or  a  com 
bination  of  these  materials,  and  they  can  be  made  of  almost 
any  capacity  desired,  though  they  are  ordinarily  used 
more  as  loading  bins  than  storage  bins,  the  material  not 
being  allowed  to  remain  in  the  bins  for  any  great  length 
of  time,  but  being  taken  out  almost  as  fast  as  it  is  put  in. 

In  one  of  the  large  plants  located  on  the  great  lakes 
where  bins  are  provided  for  loading  to  vessels,  the  stone  is 
received  from  the  quarry  in  self-dumping  cars,  which 
deliver  it  to  two  crushers  where  it  is  reduced  to  cubes 
of  about  8  in.  and  smaller.  The  crushers  are  located 
in  front  of  two  30  in.  by  60  in.  open  top  carriers,  each 
of  which  has  a  capacity  of  about  800  tons  per  hour, 
which  elevate  the  stone  and  deliver  it  to  small  auxiliary 
bins  which  are  provided  with  feeders.  The  stone  is  fed 
from  the  auxiliary  storage  to  any  of  the  revolving  screens, 
located  at  the  top  of  the  tipple.  The  screens  are  arranged 
for  making  various  sizes  of  stone,  and  are  provided  with 
hoppers  so  that  the  stone  can  be  delivered  either  directly 
to  the  various  bins  of  the  tipple  for  shipment  in  railroad 
cars,  or  to  either  of  the  two  belt  conveyors. 

Both  of  the  belt  conveyors  arc  provided  with  belt  40  in. 
wide,  troughing  idlers  of  the  S-pulley  type,  and  are  630  ft. 
centers.  Each  conveyor  has  a  capacity  of  600  tons  per 
hour,  running  at  a  speed  of  300  ft.  per  minute,  and  is 


provided  with  self-propelling  trippers  lor  distributing  .-tone 
in  the  overhead  .-torage.  which  constitutes  the  loading 
dock.  Each  belt  conveyor  is  equipped  with  an  automatic 
weighing  device  which  accurately  records  the  material 
pacing  o\er  the  belt  on  its  way  to  the  dock. 

These  conveyors  arc  driven  by  a  high  duty  belt  drive, 
which  has  been  especially  developed  for  heavy  duty  belt 
conveyors. 

There  are  two  auxiliary  track  hoppers  equipped  with 
apron  feeder  conveyors,  into  which  stone  that  has  been 
stored  adjacent  to  the  tipple,  can  be  reclaimed.  The  stone 
is  dumped  into  these  hoppers  and  fed  to  two  inclined  stone 
elevators  of  about  150  ft.  center^,  each  having  a  capacity 
of  600  tons  per  hour.  These  elevators  deliver  the  stone 
to  the  belt  conveyors,  which  in  turn  deliver  it  to  the 
loading  dock. 

Where  it  is  necessary  to  store  a  large  amount  of  crushed 
stone  of  one  or  more  sizes,  an  outside  ground  storage. is 
usually  the  form  of  storage  adopted  as  it  is  less  expensive 
in  first  cost.  Belt  conveyors  and  locomotive  cranes  are 
used  to  a  considerable  extent  for  distributing  the  stone  in 
these  ground  storage  plants,  the  advantage  of  the  locomo 
tive  crane  equipped  with  the  grab  bucket  being  that  it 
cannot  only  deliver  the  stone  to  the  storage,  but  can  also 
pick  it  up  again  at  minimum  cost. 

The  charging  of  lime  kilns,  handling  coal,  drawing 
kilns,  picking  core,  storing  lime  and  loading  it  into  cars, 
are,  except  at  a  few  large,  up-to-date  plants,  all  hand 
labor  operations.  The  labor  cost  per  ton  of  handling  lime 
in  the  average  plant  is  entirely  out  of  proportion  to  the 
tonnage  shipped,  when  compared  with  many  other  kinds 
of  factories  producing  50  to  150  tons  of  material  per  day. 

Stone  quarries  have  the  steam  shovel,  skip  cars,  crushers, 
elevators,  screens  and  storage  bins,  and  the  finished  product 
is  loaded  by  gravity  direct  to  cars. 

Lime  kilns,  however,  are  usually  drawn  by  hand,  the 
lime  spread  on  the  floor  to  cool,  picked  to  remove  the 
core,  sorted  by  hand  if  there  is  more  than  one  kind  of 
lime,  and  loaded  by  wheelbarrows  or  -buggies  into  box 
cars.  In  many  places  the  fine  lime  is  obtained  by  a  process 
of  elimination,  being  that  which  is  left  on  the  floor  after 
the  lumps  are  removed  by  hand  or  fork. 

The  advancing  cost  of  hand  labor  has  caused  several  of 
the  more  progressive  lime  manufacturers  to  look  for  other 
ways  to  get  this  work  done.  There  is  no  reason  whv  a 
lime  plant  cannot  be  made  a  factory,  producing  a  regular 
output  with  a  minimum  of  hand  labor,  using  men  of  a 
better  grade  to  operate  machinery  to  do  the  work. 

One  of  the  plants  illustrated  has  ten  kilns,  each  of  which 
is  equipped  with  a  pan  conveyor  to  draw  the  lime.  A 
heavy  steel  lime  car,  pulled  by  a  rope  haul,  passes  in 
front  of  all  of  the  kiln  drawing  conveyors,  which  are 
extended  to  discharge  into  the  car.  A  complete  draw 
from  each  kiln  is  deposited  in  the  car,  which  is  then 
pulled  by  a  wire  rope  to  the  switch  point.  Another  rope 
operated  by  an  electric  hoist  pulls  it  up  an  incline,  and 
the  self-dumping  car  drops  the  lime  into  the  bin.  One 
man  in  this  way  can  draw  the  lime  from  all  the  kilns  in 
turn,  and  by  transferring  at  the  switch  point,  can  pull 
the  car  up  the  incline  and  fill  the  bin,  unassisted.  The 
bin  is  of  a  long,  low  construction  to  eliminate  height,  and 
thus  cut  down  the  breakage  of  the  larger  lumps.  By 
dumping  the  lime  in  one  end  of  the  bin,  and  working  it 
back,  the  drop  is  reduced  to  a  minimum. 


683 


684 


STONE   AND   LIME   HANDLING 


The  bottoms  of  the  hoppers  of  this  bin  are  fitted  with 
gratings,  underneath  which  are  plates,  and  these  gratings 
hold  up  the  larger  lumps,  and  at  the  same  time  allow  a 
free  passage  of  air  to  be  drawn  through  the  lime  to  cool  it. 
This  makes  it  possible  to  put  the  lime  in  the  cars  very 
much  more  quickly  than  if  held  in  any  other  kind  of 
storage,  or  even  if  piled  on  the  floor,  as  the  lime  some 
times  comes  out  of  the  kilns  a  dull  red,  and  unless  the 
heat  is  radiated  quickly,  the  shipment  is  held  up  until 
the  lime  is  cool  enough  to  put  into  wooden  box  cars.  A 
9-in.  pitch  standard  pan  conveyor  draws  the  lime  out  of 
the  bottoms  of  these  hoppers  under  the  bins,  and  a  hinged 
plate  resting  on  the  corrugated  pans,  maintains  an  agita 
tion  in  the  bottom  of  several  feet  of  lime,  which  keeps  it 
loosened  and  feeds  it  uniformly  to  the  pans.  As  the  con 
veyor  leaves  the  end  of  the  bins  the  core  is  picked  out 
by  hand,  and  the  lime  is  discharged  to  a  shaking  screen. 
The  screen  delivers  the  fines  to  a  short  conveyor  deliver 
ing  to  the  hydrating  plant,  and  the  lumps  are  delivered  to 
another  conveyor  at  right  angles,  which  in  turn  feeds  a 
box  car  loader.  In  this  way  it  takes  but  one  man  to 
manage  the  loader,,  and  one  man  draws  the  kilns  and  puts 
the  lime  into  the  bins.  This  work  formerly  required  eight 
to  ten  men  in  night  and  day  shifts. 


A  great  part  of  the  lime  in  this  plant  is  shipped  in 
barrels.  In  order  to  take  care  of  this,  chutes  are  intro 
duced  into  the  side  of  the  bins,  and  the  lime  is  fed  out  in 
piles  on  a  table  for  inspection,  and  taking  out  of  core, 
and  it  is  then  pulled  by  hand  into  the  barrels  which  are  set 
along  the  edge  of  the  table.  This  results  in  a  minimum  of 
hand  labor  and  no  lifting,  and  materially  speeds  up  the 
loading  of  barrels  over  the  time  required  when  shoveling 
from  the  floor. 

One  of  the  illustrations  shows  the  plant  of  the  Riverton 
Lime  Company,  Riverton,  Virginia.  The  plant  consists  of 
three  gas  kilns,  the  lime  from  which  is  drawn  on  three 
pan  conveyors.  It  also  has  five  flame  kilns,  from  which 
the  lime  is  drawn  by  conveyors.  The  elevators  take  the 
/ime  up  to  overhead  bins.  The  lime  is  all  fed  from  the 
various  bins  to  two  large  pan  conveyors  located  in  the 
floor  of  the  shipping  room,  and  the  inclined  end  of  this 
conveyor  delivers  to  shaking  screens.  The  shaking  screens 
deliver  the  fines  to  a  crusher,  the  lumps  to  box  car  loaders, 
or  run-of-kiln  to  the  box  cars,  or  lumps  to  barrels. 

The  installation  of  the  handling  equipment  in  this  plant 
has  resulted  in  a  force  of  six  men  doing  the  entire  work 
on  the  shipping  floor,  including  drawings  of  kilns,  where 
formerly  a  gang  of  from  22  to  24  men  were  required. 


CATALOG  SECTION 


Containing  Specific  Information 
Regarding  the  Products  and  Services 

of  Leading  Manufacturers  of 
Material  Handling  Machinery  and  Equipment 


WHITE  TRUCKS 


White?  are  the  oil  man's  choice  for  the  transportation  of  materials  from  cars  or 

material  yards  to  the   scene   of  drilling   operations.     Similarly   they   handle   poles 

anil  supplies  in  line  work  for  power,  light  and  telephone  companies. 


Five-Ton  Whites  with  dump 
bodies  are  ideal  for  han 
dling  any  bulk  material. 


In   road   building  work  White   trucks  with  dump   bodies 
handle  economically  any  sort  of  road  materials. 


White  vi-Ton  trucks  have  the  easy-riding  qualities  neces 
sary  to  handling  dynamite  and  other  explosives. 


Demountable     bodies    minimize     truck     idleness     where 
slow  loading  is  a  factor*. 


White  3-3  Mi-Ton  or  5-Ton  models  with  platform  or  stake 
bodies  are  ideal  handlers  of  baled  goods  of  any  kind. 


lolled  "heS|°r  °llhe^  ^^materials  are  quickly  and  easily 

loaded    and    unloaded    when    White    Trucks   with   power 

dumping  bodies  are  used. 


In  steel  mills  and  foundries  Whites  have  adapted  them 
selves  to  the  handling  of  sheet,  angles,  rods,  rails,  castings 
or  other  products. 


THE  WHITE  COMPANY,   CLEVELAND 

702 


WHITE  TRUCKS 


White    power    dumping    trucks 

are    widely    adaptable    material 

bundling   units. 


Tbe  While  winch  which  may   he  had   on  2.  3-3  Vu   or  5-ton  model-  raves  time  and 

man-power  in  handling;  materials   which   have   holh   hulk   and   weight.     Above,   an 

oil  field  boiler  is  being  loaded   upon  a  5-Ton  White  with  platform  body. 


A  White  5-Ton  truck  equipped  with  White  winch  and 
cross-haul  loading  equipment  reduces  the  loading  time  in 
logging  from  60  or  70  minutes  to  as  low  as  20  minutes. 


White    2-Ton,    3-31{>-Ton    and    5-Ton    trucks    meet   every 
requirement  for  the  transporting  of  lumber. 


Handling  of  wire  and  cable  is  a  simple  task  with  White 
winch  equipment   on   the   2-Ton   truck. 


White  trucks  of  all  four  capacities — ''Si-Ton,  2-Ton,  3-3'/j- 

Ton  and  5-Ton — can  be  had  with  stake  bodies,  ideal  for 

handling  barrels,  drums  or  casks. 


* 


White  5-Ton  trucks  with  stake  or  platform  bodies  easily 
handle   newsprint   or   similar  material. 


The    2-Ton    with    stake    body    serves    tobacco    factories, 

textile    mills,   bag,   box    and    novelty    makers    and    allied 

industries. 


THE  WHITE  COMPANY,   CLEVELAND 


703 


HOLT    "CATERPILLAR"    TRACTORS 


The  "Caterpillar"  Tractor  is 
j  pre-eminently    a    road    locomo- 
"Caterpillar"      [  tive.       It    is    a    self-contained 
Tractor  ]  railway — that    lays    its   own 

imii |  track,  travels  over  it,  and  picks 

it  up  again. 

Hauling  power  without  traction  is  waste.  The 
"Caterpillar"  does  not  waste  power  through  slippage — • 
the  tracks  providing  positive  traction  under  even  severe 
conditions.  Yet  the  "Caterpillar"  may  be  operated 
continuously  over  improved  roads  or  paved  streets 
without  damage  to  the  surface. 


Types 


Holt  "Caterpillar"  Tractors 
(the  only  "Caterpillar"  Trac 
tors)  are  built  in  the  following 
sizes:  S-ton,  10-ton  and  20-ton. 
The  S-ton  furnishes  3,100  Ibs. 
drawbar  pull  at  3  miles  per 

hour,  the  10-ton  5,000  Ibs.  pull  at  3  miles  per  hour, 
the  20-ton  approximately  11,000  Ibs.  pull  at  2l/%  miles 
per  hour. 


I 


Investigation  and  study  of  all 
the  various  logging  methods 
have  convinced  many  of  the 
largest  lumber  companies  that 
"Caterpillar"  Tractors  provide 
the  cheapest  and  most  reliable 

hauling  power  ever  applied  to  the  logging  industry. 

Hauling  a  heavy  tonnage  of  logs  to  the  mill  depends 


In  the 

Lumbering 

Industry 


• 


Holt  "Caterpillar"'  keeping  the  mill  running  throughout 
the  year 

primarily  upon  traction,  and  "Caterpillar"  freighting 
outfits  solve  that  problem  completely.  Teams,  motor 
trucks,  temporary  railroads  and  other  methods  are  fast 
being  replaced  through  better  performance  of  "Cater 
pillar"  Tractors.  For  winter  logging  over  snow  and 
ice  roads,  the  S-ton  and  10-ton  models  have  the  power, 
the  speed  and  the  endurance  for  handling  this  most 
difficult  work  in  a  far  more  economical  and  more  satis 
factory  manner  than  has  ever  been  possible  to  obtain 
through  ordinary  methods. 


Nowhere  is  the  problem  of 
j  transportation  so  acute;  no- 
I  where  is  the  ability  to  deliver  so 
=  important  as  in  the  oil-produc- 

—»". inK  districts.     The  rainy  season 

turns    the    roadless    country    or 
the  rrtads  themselves  into  seas  of  mud,  tying  up  every 


In  tin- 
Oil 
Industry 


Holt  '"Caterpillar"  hauling   36   tons   of  casing  direct  to 
location 

kind  of  traffic,  except  "Caterpillar"  outfits.  They  haul 
continuously  where  no  other  motive  power  or  horses 
can  work.  The  elements  of  certainty  and  economy 
which  only  "Caterpillar"'  Tractors  can  produce  are 
revolutionizing  oil-field  transportation.  The  Texas, 
Sinclair,  Empire,  Texas-Pacific,  Gulf  and  many  other 
large  companies  have  adopted  the  "Caterpillar" 
method  for  heavy  haulage  in  this  most  strenuous  field. 


In 

Overland 
Hauling 


In  a  continuous  overland 
hauling  project,  teams  at  best 
are  slow,  expensive,  and  have 
limited  periods  of  operation. 
Motor  trucks  depend  upon  speed 
but  require  uniformly  good 
roads.  Wheel  tractors,  regardless  of  rated  power  and 
speed,  can  be  used  only  on  solid  surfaces.  In  contrast, 
the  "Caterpillar"  puts  the  equivalent  power  of  dozens 
of  horses  under  the  easy  and  constant  control  of  one 
operator;  continuous  operation  is  insured  day  or  night 
in  any  season  of  the  year.  Bridges  that  are  unsafe  for 
other  tractors  can  be  traveled  over  without  risk  by  the 
"Caterpillar,"  and  the  smooth-running,  spring-mounted 
track  does  not  damage  improved  highways. 


Road 
Building 


In  road  building  the  "Cater- 
\  pillar"  will  move  more  dirt  per 
1  day  and  do  it  cheaper  than  can 
f  be  done  with  animals  or  with  an 
! „,„, \   ordinary  traction  engine.    Haul 
ing  road  materials  is  a  problem 

of  total  tonnage  per  day,  and  not  speed  per  load.  The 
"Caterpillar"  can  be  counted  upon  to  haul  heavy  loads 
even  when  the  weather  may  prevent  the  rest  of  the  road 
crews  from  working.  It  is  this  certainty  of  operation 


Holt  "Caterpillars"  replacing  25  horses 


PEORIA,   ILL. 


THE  HOLT  MANUFACTURING  COMPANY 


CHURCH  ST.,  NEW  YORK 
704 


STOCKTON.  CAL. 


HOLT    "CATERPILLAR"    TRACTORS 


Holt    "Caterpillar" 


Power    Is    Ideal    for    Pulling    Road 
Machinery. 


that  makes  the  "Caterpillar"   a  profitable  investment 
for  any  road  contracting  job. 

For  grading,  leveling,  dragging  and  other  kinds  of 
road-building  operations,  the  "Caterpillar"  has  an  un 
matched  record  for  endurance  and  economy.  Its  ability 
to  turn  short,  to  pull  the  largest-sized  implements  and 
graders,  to  operate  in  narrow  cuts,  and  to  work  con 
tinuously  without  being  handicapped  by  soil  or  weather 
makes  it  a  vital  piece  of  equipment  in  this  work. 


Farming 

and  Sugar 

Cane  Hauling 


The  "Caterpillar"  applies  the 
effectiveness  of  the  railroad  lo 
comotive  in  farm,  plantation, 
and  sugar  cane  hauling.  In 
sugar  plantation  work  the  rail 
road  must  be  shifted  as  section 
after  section  is  cleared.  This  involves  many  time-con 
suming  operations.  The  "Caterpillar,"  on  the  other 
hand,  lays  its  own  line  and  grade  as  it  travels  along, 
and  rolls  up  the  track  as  it  passes  on.  The  endless 
tracks  bridge  all  the  inequalities  in  the  ground.  With 
"Caterpillar"'  trailers,  a  complete  cane-hauling  outfit 
is  provided. 


Plant 


The  two  big  Holt  Hants,  at 
Stockton,  Cal.,  and  at  Peoria, 
111.,  have  scientifically  devel 
oped  facilities  for  quantity  and 
quality  production.  They  are 
equipped  with  the  finest  ma 
chine  tools  obtainable  and  every  "Caterpillar"  part  is 
subjected  to  the  most  exacting  inspections.  Over  a 
dozen  years  of  strenuous  service  have  brought  refine- 


5-ton  Holt  "Caterpillar"  hauling  plant  refuse 


ment  of  design  but  "Caterpillar"  Tractor  performance 
is  a  result  of  the  development  of  a  fundamentally 
correct  principle. 


Typical 
Specifications 


The    following    specifications 
of  the  10-ton  "Caterpillar''  are 
typical  of  the  other  types  with 
I  the  exception  of  general  dimen- 

I I   sions.     Length  143",  width  81", 

height  103",  length  ground  con 
tact  96",  ground  clearance  17",  tread  of  track  61", 
weight  approximately  19,000  11>.-. 

Motor — 4  cylinder,  4  cycle,  valves  in  removable 
cylinder  heads;  6^2"  bore,  7"  stroke.  Power  capacity 
— 40  drawbar  H.P.  at  3  m.p.h.  Cooling — gear  driven, 
centrifugal  waterpump;  sectional  spiral  finned  copper 
tube  radiator.  Ignition — high  tension  magneto,  im 
pulse  starter.  Lubrication  pressure  system.  Motor 
control — standard  centrifugal  throttling  governor. 
Valves,  chrome  nickel  steel.  Crankshaft — heat  treated 
high  carbon  steel,  drop  forged;  five  main  bearings. 
Piston — gray  iron — wrist  pin  bearings,  cast  bronze. 
All  crankshaft  bearings  babbitt  lined — removable. 


Holt    10-ton   "Caterpillar"   Tractor 

Master  clutch — multiple  disc  type — accessible — ad 
justable.  Drive — three  speeds  forward  and  reverse; 
transmission  of  standard  selective  type.  Two  spur 
gear  reductions  from  steering  clutch  to  drive  sprockets. 
Steering  control  through  clutches  and  side  brakes,  no 
differential.  Ball  and  Hyatt  bearings.  All  shafts  and 
gears  of  nickel  steel,  heat  treated.  Gears  cut  from 
forcings. 

Truck  rollers,  six  on  each  side,  spring  mounted  on 
two  separate  trucks.  Track  idler  on  front  frame. 
Hinged  sectional  roller  frame?  enable  tracks  to  conform 
to  unevenness  of  ground  and  insure  positive  traction. 
Track,  solid  cast  steel  link  15"  wide — case  hardened 
bushings.  Equipped  with  quick  removable  lugs.  Main 
frame — solid  cast  open  hearth  steel.  Power  pulley 
located  at  rear  of  machine  for  9"  belt  to  operate  at 
3100'  per  min.  belt  speed.  Speeds  3  forward,  one 
reverse — 1.67,  3.00,  4.78,  and  1.25  miles  per  hour, 
respectively. 


PEORIA,  ILL. 


THE  HOLT  MANUFACTURING  COMPANY 


50  CHURCH  ST..  NEW  YORK 
705 


STOCKTON.  CAl 


ELECTRICAL  EQUIPMENT 


PRINCIPAL    WORKS    OF    GENERAL    ELECTRIC    COMPANY 
Schenectady.     N.     Y.  Lynn,     Mass.  Pittsfiekl,     Mass. 

V«;.rk.   N.  J.  Watsessing,   N.   J.  Erie,  Pa.  Cleveland,    Ohio 

Bridgeport,    Conn. 

ADDRESS  THE  NEAREST   DISTRICT   SALES   OFFICE 


Harrison,     N.     J. 
Fort    Wayne,    Ind. 


AlaUn::a.    Birmingham 

Arkansas,    Little   Bock 

California,    Los    Angeles 

California,    San    Francisco 

Colorado.     Denver 

Connecticut,    Hartford 

Connecticut,    New  Haven 

District    of    Columbia,     Washington 

Florida.    Jacksonville 

Georgia,   Atlanta 

Illinois.   Chicago 

Indiana.  Fort  Wayne 

Indiana.    Indianapolis 

Indiana.  Terre  Haute 

Iowa,   Des  Moines 

Kentucky,    Louisville 

Ixiuisiana.    New    Orleans 

Maryland,    Baltimore 


Massachusetts,    Hu-tun 
Massachusetts,    Springfield 
Massachusetts,    Worcester 
Michigan,   Detroit 
.Michigan,  Jackson 
Michigan,    Grand    Raiiiils 
Minnesota.   Duluth 
Minnesota.    Minneapolis 
Missouri.   Joplin 
Missouri,    Kansas    City 
Missouri,    St.    Louis 
Montana,    Butte 
Nebraska,    Omaha 
New  Jersey,    Newark 
New   Jersey,    Trenton 
New    York.    Buffalo 
New   York,    Elmira 
New   York   City 


New  York,    Niagara  Falls 
New    York,    Rochester 
New    York,    Schenectady 
New  York.   Syracuse 
North    Carolina,    Charlotte 
Ohio,    Cincinnati 
Ohio,    Cleveland 
Ohio.    Columbus 
Ohio,   Dayton 
Ohio,    Toledo 
Ohio.     Youngstown 
•Oklahoma.    Oklahoma   City 
Oregon.    Portland 
Pennsylvania,    Erie 
Pennsylvania,    Philadelphia 
Pennsylvania.    Pittsburgh 
Khode   Island.    Providence 
Tennessee,   Chattanooga 


Tennessee,    Knoxville 
Tennessee,    Memphis 
Tennessee,    Nashville 
*Texas,    Dallas 
•Texas,  El  Paso 
•Texas,    Houston 
rtah,  Salt  Lake  City 
Virginia,    Richmond 
Washington,    Seattle 
Washington,    Spokane 
Washington.    Tacoma 
West    Virginia,    Bluefield 
West  Virginia,    Charleston 
Wisconsin,     Milwaukee 


•Southwest  General   Electric   Company 


Distributors  for  the  General  Electric  Company  Outside  of  the  United  States 

INTERNATIONAL       GENERAL       ELECTRIC       COMPANY,       INC. 

120   Broadway,  New  York,  N.  Y.  Schenectady,  N.  Y.  83  Cannon  Street,  London 


G-E 

Products 


The    name    General    Electric 
{    Company  on  an  electrical  device 
\   is  a  guarantee  of  quality  found- 
\   ed   upon   more   than   a   quarter 
I   century's  experience  in  the  man 
ufacture     and     application     of 

electrical  machinery.  The  thousands  of  G-E  products 
in  use  in  all  parts  of  the  world  comprise  practically 
every  kind  of  apparatus  and  machinery  used  in  the 
generation,  distribution  and  use  of  electrical  energy. 
It  is  entirely  practicable,  therefore,  to  standardize 
with  G-E  equipment.  By  this  procedure  all  parts  inter 
relate.  The  advantage  of  having  all  electrical  equip 
ment  built  by  one  company  and  made  ready  for 
immediate  installation  is  obvious. 


and  coal  from  ships  and  cars;  bucket  and  belt  con 
veyors,  and  elevators,  cranes,  industrial  locomotives, 
tractors  and  trucks  for  distributing  materials  within  the 
plant;  conveyors,  elevators  and  stackers  for  handling 
bags,  barrels,  boxes,  cans,  cartons  and  package  mate 
rials  of  all  kinds.  It  is  possible  on  the  following  pages 
to  illustrate  only  a  few  of  the  hundreds  of  interesting 
installations  of  this  character  using  G-E  electrical 
equipment. 


Co-operative 
Service 


Handling 

Material 

Electrically 


\Yhenever  the  cost  of  any 
single  element  of  distribution, 
such  as  unloading  of  boats,  pil 
ing  for  storage,  unloading 
trucks,  etc.,  rises  above  a  fair 
normal,  it  becomes  a  tax  on 
business  which  the  ultimate  consumer  must  pay.  Pro 
duction  as  well  as  distribution  costs  can  be  materially 
reduced  by  the  application,  wherever  possible,  of  elec 
trically  operated  machines  for  mechanical  handling. 

In  many  industries  there  is  an  opportunity  for  the 
introduction  of  further  economies  by  the  judicious  use 
of  modern  electrically  operated  material  handling  ma 
chines.  It  has  been  demonstrated  in  numerous  installa 
tions  at  terminals,  and  in  industrial  plants  handling 
a  wide  variety  of  materials,  that  electrically  operated 
and  controlled  equipment  is  the  most  flexible,  most 
rapid  and  most  dependable  of  material  handling 
machinery. 

The  electrically  operated  mechanical  appliances  for 
material  handling  include  equipment  for  unloading  ores 


The  manufacturer  of  material 
handling  machinery  assumes  a 
responsibility  as  relates  to  the 
machine  he  manufactures  and 
the  results  attributable  to  the 
electrical  equipment  used.  On 

the  electrical  manufacturer  properly  rests  the  responsi 
bility  of  initially  recommending  the  most  suitable  motor 
and  control,  thus  assuring  maximum  service  and  over 
all  benefit  to  both  machine  manufacturer  and  user. 

Two  thousand  five  hundred  leading  machine  manu 
facturers  in  widely  diversified  lines — many  to  the  ex 
tent  of  exclusive  standardization — use  G-E  motors. 
When  you  submit  your  material  handling  problems  to 
a  manufacturer  of  this  equipment,  specify  G-E  electric 
motors  and  control.  The  inherent  motor  values  plus 
the  practical  ability  and  technical  knowledge  available 
in  connection  with  their  application  eliminate  chance 
or  experiment. 

The  General  Electric  Company  maintains  a  corps  of 
engineers  specializing  on  problems  of  this  kind,  whose 
services  are  at  your  disposal  to  co-operate  with  ma 
chinery  manufacturers  and  to  assist  in  the  design  of 
new  installations,  or  in  the  electrification  of  your  pres 
ent  material  handling  equipment.  To  avoid  delay 
address  communications  to  the  nearest  G-E  office. 


GENERAL  ELECTRIC  COMPANY,  SCHENECTADY,   N.  Y. 


Address  nearest  office.     For  list  of  offices  see  above. 

706 


ELECTRICAL  EQUIPMENT  FOR  BULK  HANDLING 


Electricity  in 

Bulk   Man-rial 

Handling 


One  of  the  most  significant 
facts  in  connection  with  the 
rapid  industrial  progress  during 
the  last  50  years  is  the  intimate 
part  electric  power  has  played 
in  every  phase  of  that  advance 
ment.  Electricity  has  contributed  fundamentally  to 
those  new  methods  and  processes  which  have  conserved 
labor,  cut  costs,  and  saved  time. 

Particularly  is  this  true  of  the  improved  methods  for 
handling  bulk  materials.  The  modern  machinery  which 
the  existing  need  demanded  owes  a  large  measure  of  its 
success  to  the  speed,  simplicity  and  flexibility  of  opera 
tion  afforded  by  its  electrical  equipment. 

Since  the  earliest  steps  in  the  development  of  bulk 
material  handling  machinery,  the  General  Electric 
Company  has  been  called  upon  to  develop  and  manu 
facture  the  electrical  apparatus  for  driving  and  con 
trolling  the  mechanical  appliances  of  this  class.  Thirty 
years  have  been  spent  in  this  development.  During  this 
period  capacities  have  increased  from  the  amount  which 
could  be  handled  manually  to  a  capacity  of  1,000  or 
more  tons  per  hour. 

Applications  of  G-E  equipment  to  such  service  are 
portrayed  in  Bulletin  48026,  mailed  on  request. 


Coal    Loading  Pier — Machinery   Driven   and   Controlled 
by  G-E  Apparatus. 


Driving  and 

Controlling 

Unloaden 


Electric  motors  and  control 
devices  are  used  for  every  func 
tion  of  the  automatic  unloader 
illustrated  herewith.  Provided 
with  G-E  equipment  through 
out,  this  type  of  unloader  is  one 

of  the  most  successful  devices  ever  constructed  for  han 
dling  ore  cargoes  from  lake  steamers.  Although  of 
immense  proportions,  the  operation  and  control  of  such 
machines  are  extremely  simple. 

G-E  motors  supplied  for  this  service  are  usually  of 
the  mill  type.  These  are  of  strong  construction,  de 
signed  for  just  such  services,  giving  them  a  dependabil 
ity  which  fits  them  admirably  for  the  heavy  duty  they 
are  required  to  perform.  Described  on  page  712. 


1. i-Ton    I  nloaders    and    Ore    Bridge    Operated    by 
G-E    Equipment. 


Electrically   Operated    Gantry    Crane   Handling   Ore. 


Derrick 
Applications 


Electric     derrick     hoists    are 
particularly  useful  in  the  con 
tracting    and    construction    field 
1--"—  for   excavation,    quarrying    and 
f    concrete   construction.    G-E  di 
rect  current,  series  wound,  and 

alternating  current  hoist  motors  are  widely  used  in  this 
service.  They  are  applied  for  handling  three  motions — 
boom  lifting,  swinging  and  raising  of  the  load.  Con 
trol  is  centrally  located  so  that  the  operator  can  handle 
all  motions  from  one  position. 


Electrical  equipment  used  on 
Electrically  car  dumpers  is  required  to  han- 

Operatecl  die  high  peak  loads,  and  to  pro- 

Car  Dumpers  vide  for  dynamic  braking.  The 
car  dumper  is  used  in  discharg 
ing  the  contents  of  open-top 

freight  cars  by  turning  the  whole  car  sidewise  about 
its  longitudinal  axis,  dumping  its  contents  into  boats, 
bins  or  storage  yards.  G-E  mill  type  motors  are  used 
also  for  operating  machinery  of  this  class.  These  motors 
are  described  briefly  on  page  712. 


G-E   Motors   and    Control    Operating    100-Ton    Car    Dumper. 


GENERAL  ELECTRIC  COMPANY,  SCHENECTADY,   N.  Y. 

Address  nearest  office.     For  list  of  offices  see  opposite  page. 

707 


ELECTRICAL  EQUIPMENT  FOR  WINCHES  AND  CONVEYORS 


G-E  motors  and  control  equipment  can  be  supplied 
for  the  operation  of  all  types  of  material  handling 
machinery.  The  same  engineering  skill  which  devel 
oped  and  built  electrical  apparatus  and  control  for  this 
massive  equipment  is  available  for  every  other  electrical 
handling  equipment  design. 

To  supply  the  demand  for  extra  power  occasioned 
by  the  use  of  such  machines  as  car  dumpers,  the  Gen 
eral  Electric  Company  is  prepared  to  furnish  complete 
substation  equipment  which  includes  transformers, 
motor  generator  sets,  rotary-  converters,  switchboard 
apparatus  and  all  of  the  smaller  devices  necessary  to 
complete  the  substation. 


Electric  Drive 

for 
Winches 


Electric  winches  are  finding 
useful  application,  especially 
for  handling  cargoes,  either  in 
stalled  on  the  ship  or  made 
portable  for  use  on  the  dock. 
Vertical  winches  are  widely 

used  for  car  pulling  in  freight  yards  and  on  sidings. 
For  use  on  winches  the  General  Electric  Company 

normally  supplies  either  DC  series  wound  or  polyphase 

motors.    Ordinarily  the  motor  is  geared  to  the  winch 

head  through  a  double  reduction. 

For  winches  used  on  level  track  pulling,  a  single 

speed   controller   is   used,   operated   by    a   foot   lever. 

Where  grades   are  involved   a   controller   for  variable 

speed  is  supplied. 


Conveying 
Electrically 


Electric  power  is  ideal  for 
conveyor  drive.  Cleanliness, 
compactness,  and  freedom  from 
heat  and  gases  make  the  electric 
motor  particularly  adaptable 
for  this  drive.  Where  portable 
conveyors  are  used  arrangements  are  easily  made  for 
connection  with  the  power  line.  G-E  motors  and  con 
trollers  are  widely  used  for  conveyor  work  on  both 
outdoor  and  indoor  installations. 

In  the  assembling  processes  on  machine  parts,  furni 
ture,  automobiles  and  many  other  products,  the  electric 
conveyor  is  the  very  backbone  of  production  efficiency. 
Electrically  operated  conveyors  are  also  extensively  used 
in  conjunction  with  other  equipment  for  heat-treating 
glass-ware  and  steel;  cooling  castings  and  chemicals; 
drying  clay  products  and  enameled  ware;  roasting  ores 
and  foods;  inspecting  and  picking  coal,  ore  and  fruits; 
and  for  transporting  all  sorts  of  bulk  and  package 
material. 


Portable  Bag  Stacker  Driven  by  5  H.  P.  G-E  Motor. 


Motors 
for  Bucket 
Conveyors 


In  connection  with  cement 
mixers,  crushers  and  screens  on 
road  building  work,  electric 
portable  conveyors  of  the  bucket 
type  are  widely  used.  Materials 
varying  from  non-gritty  quality 

to  hard  substances,  and  in  size  from  dust  to  4^-inch 
cubes  may  be  handled  economically  in  this  way.  A 
10-h.p.  motor  will  enable  an  elevator  type  of  conveyor 
to  move  60  tons  of  sand  per  hour  on  an  80-foot  lift. 
In  power  plant  work  electrically  driven  conveyors 
of  the  bucket  type  are  used  extensively  for  handling 
coal  and  ashes.  In  granaries,  fertilizer  plants,  and  coke 
oven  installations,  this  class  of  material  handling  ma 
chinery  is  also  used  extensively.  In  moving  ore  and 
coal  incidental  to  its  storage  these  conveyors  have  an 
equally  wide  field. 

For  service  of  this  sort  the  driving  motor  must  be 
capable  of  exerting  high  starting  torque.  Where  atmos 
pheric  conditions  are  severe  special  G-E  motors  can  be 
furnished  with  protection  against  damage  from  dust  and 
dirt.  G-E  reversible  motors  are  particularly  adaptable 
to  portable  conveyors  for  wagon  and  car  loading,  since 
by  reversing  the  motors  the  machines  may  be  converted 
into  unloaders. 


Electric  motors  are  used   for 

Electric  Drive         driving  belt  conveyors  of  prac- 
for  Belt  tically    all    types.     Low   power 

Conveyors  consumption  is  one  of  the  eco- 

I , {   nomical     features     of     electric 

drive    on    these    machines  —  a 

factor  which  is  supplemented  by  convenience  and  relia 
bility.  No  experience  is  required  to  enable  a  workman 
to  operate  an  electrically  driven  belt  conveyor. 

In  conjunction  with  electric  overhead  trolleys,  electric 
conveyors  are  used  extensively  for  progressive  assembly 
in  large  manufacturing  plants.  By  means  of  the  elec 
tric  trolleys,  heavy  parts  are  carried  to  the  point  of 
assembly,  and  the  progressively  built  product  proceeds 
on  the  conveyor.  Some  electrically  driven  conveyors  of 
this  type  are  more  than  700  feet  in  length. 

Electric  belt  conveyors  are  used  also  for  conveying 
loose  bulk  materials  horizontally  or  up  inclines.  The 
reserve  capacity  of  G-E  motors  fits  them  for  the  vary 
ing  conditions. 

G-E  motors  and  control  have  been  successfully  ap 
plied  to  belt  conveyors  in  many  industries.  Constant 
speed  motors,  direct  or  alternating  current,  are  gener 
ally  applicable.  These  are  described  on  page  713. 


Electrically    Operated    Belt    Conveyor   and   Loading 
Boom    at    Coaling    Pier. 


GENERAL  ELECTRIC  COMPANY,  SCHENECTADY,  N.  Y. 

Address  nearest  office.     For  list  of  offices  see  page  706. 

708 


ELECTRICAL  EQUIPMENT  FOR  SHOVELS  AND  CRANES 


r 


Electric 

Traveling 

Cranes 


In  no  field  of  material  han- 
\    dling  machinery  has  electricity 

L       Traveling         |    had  a  more  prominent  part  than 
Cranes  •    'n  tne  development  of  overhead 
, J   traveling    cranes.     G-E    motors 

and  control  devices  are  pecu 
liarly  adapted  to  handle  the  problems  of  precise  motion 
and  high  starting  torque  which  characterize  this  class 
of  machinery. 

Electric  traveling  cranes  render  vital  industrial  serv 
ice  in  various  and  diverse  ways.  Equipped  with  buck 
ets,  they  handle  such  materials  as  crushed  stone,  slag. 
sand,  gravel,  and  lime.  In  conjunction  with  an  electric 
magnet  scrap  iron  may  be  handled,  as  well  as  castings, 
car  wheels,  etc.  Equipped  with  hook  and  sling,  huge 
crucibles,  hot  ingots,  heavy  castings,  locomotives,  plates, 
and  heavy  crates  can  be  moved  with  ease. 

Three  G-E  motors  are  usually  supplied  for  each 
crane  to  furnish  power  for  lifting,  traveling,  and  tra 
versing.  These  motors,  both  A.C.  and  D.C.,  are  de 
scribed  more  fully  on  page  712. 


10-Ton  Yard  Crane  Equipped  with  G-E  Motors. 


Electrically 

Operated 

Shovels 


The  electric  shovel  is  a  new 
development  the  possibilities  of 
which  are  being  recognized 
more  and  more,  especially  by 

I |  quarrying  and  mining  compa 

nies.  The  present  high  prices  of 

coal,  shortage  of  labor  and  general  need  of  economical 
and  increased  production  are  causing  many  companies 
to  adopt  large  electrics  in  preference  to  steam  shovels. 
The  success  of  the  larger  shovels  in  stripping  has  led 
to  their  development  in  other  fields  for  excavating  and 
loading  directly  into  dump  cars.  For  this  work  the 
large  shovels  are  especially  applicable,  due  largely  to 
the  greater  amount  of  material  available  in  front  of 
the  shovel  at  one  setting. 

Electrically  operated  shovels,  equipped  with  G-E 
motors  and  control  are  rendering  excellent  material 
handling  service  under  a  wide  range  of  conditions.  In 
coal  and  iron  mines  these  machines  are  meeting  the 
demands  for  heavy,  faithful  sen-ice  in  a  big  way.  And 
on  the  big  irrigation  projects  the  machine  is  equally 
valuable,  handling  heavy  drag  line  work  as  well  as  the 
digging  and  loading  functions  more  generally  de 
manded  of  the  machine. 

The  General  Electric  Company  has  furnished  com 
plete  electrical  equipment  for  some  of  the  largest 
shovels  now  in  operation.  This  machinery  consists  of 


Crowding  Motor  and   Controller  on   a  65-Ton   Electric 
Shovel   Equipped   with   Four  G-E  Motors. 

motor  generator  sets,  motors  for  hoisting,  swinging, 
crowding  and  tripping,  together  with  a  variety  of  con 
trol  equipment.  G-E  series  direct  current  motors  are 
furnished  for  this  service  in  conjunction  with  differen 
tial  wound  generators  with  voltage  control.  Progress  is 
constantly  being  made  in  the  perfection  of  electrical 
control  for  shovels  which  is  destined  to  make  their 
advantages  even  more  significant  in  the  future. 

Problems  regarding  the  application  of  electric  shovels 
should  be  taken  up  with  the  nearest  G-E  office. 


Electric 
Drive  for 
Elevators 


Modern  freight  elevator  serv 
ice  owes  its  smooth  acceleration, 
speed,  and  convenience  to  its 
electrical  equipment.  The  nicety 
of  elevator  control  is  due  di 
rectly  to  the  adaptability  of 

electric  power  to  this  class  of  service.  In  warehouse 
and  factory  installations  it  is  sometimes  desirable  to 
control  the  movement  of  a  car  from  the  various  floors. 
Push  button  control  furnished  for  such  work  obviates 
the  necessity  of  an  operator. 

Ordinarily  the  safety  brake  operating  on  a  large 
drum  directly  connected  to  the  driving  motor  shaft  is 
spring  applied.  This  brake  is  released  by  the  passage 
of  current  through  an  electric  magnet  and  is  reset  the 
instant  the  current  ceases  to  flow,  which  insures  pro 
tection  against  accident  in  case  of  failure  of  power. 
The  General  Electric  Company  has  developed  both 
constant  speed  and  variable  speed  motors  for  elevator 
service,  using  either  direct  current  or  3-phase  or  single- 
phase  alternating  current.  Various  types  of  single  speed 


G-E    Motor    Driving    Freight    Elevator. 


GENERAL  ELECTRIC  COMPANY,  SCHENECTADY,   N.  Y. 

Address  nearest  office.    For  list  of  offices  see  page  706. 

709 


ELECTRICAL  EQUIPMENT  FOR  INDUSTRIAL  TRUCKS 


elevator  motors  manufactured  by  this  company  are  de 
scribed  briefly  on  page  71.5.  For  information  on  2- 
.-peed  elevator  motors  it  will  be  necessary  to  communi 
cate  with  the  ccmpany's  general  office. 

Two  main  types  of  control  are  used;  semi-magnetic 
in  which  reversing  is  accomplished  by  a  mechanically 
operated  drum  type  reversing  switch,  and  full-magnet 
in  which  reversing  is  accomplished  by  directional  con 
tactors  from  a  car  switch  installed  in  the  elevator  cage. 
The  semi-magnetic  control  cannot  be  used  on  elevators 
at  speeds  above  100  feet  per  minute,  according  to 
A.S.M.E.  rules. 


G-E  Motors 

for    Trucks 

and   Tractors 


Electrically  driven  industrial 
trucks  of  the  platform  and 
elevating  types  are  particularly 
fitted  for  handling  material  in 
and  about  buildings  where  fixed 
routes  are  undesirable.  The 

electric  industrial  truck  makes  it  possible  to  move  ma 
terial  wherever  there  is  a  floor  or  paving  surface.  The 
elevating  truck  adds  'to  the  functions  of  the  platform 
truck  the  ability  to  pick  up  and  set  down  the  load,  even 
at  higher  elevations,  and  to  place  material  with  pre 
cision. 

G-E  propelling  motors  for  industrial  trucks  can  be 
mounted  on  one  axle,  or  amidships  for  4-wheel  drive. 
The  automotive  motor  used  for  this  work  is  a  series 
wound,  heavy  duty,  totally  enclosed  machine  charac 
terized  by  its  capacity  for  heavy  overloads.  For  fur 
ther  information  on  these  motors,  see  page  714.  G-E 
control  devices  used  on  these  machines  include  drum 
type  controller,  circuit  breaker  and  lift  switch. 

The  General  Electric  Company  is  in  a  position  to 
supply  also  all  batten-  charging  equipment,  including 
plugs  and  receptacles,  necessary  in  the  operation  of 
battery-propelled  vehicles,  as  well  as  storage  battery 
locomotives.  This  equipment  is  described  more  fully 
on  page  717. 


Electric    Industrial    Truck    Showing    Motor    Mounting. 


Dump    and 
Crane  Type 


G-E  motors  and  control   de 
vices  make  the  dump  body  type 
of  electric  industrial  truck  par- 
Electric    Trucks  I    ticularly    convenient    for    han- 
,»,,,I   dling   loose   materials,    such    as 
coal,  ashes  and  small  castings. 
'requently  these  trucks  are  so  arranged  as  to  permit 
either  side  or  end  dumping,  both  actions  being  elec 
trically  operated  and  controlled  by  the  operator  of  the 
truck  from  his  normal  position. 


Electricity  plays  an  equally  important  part  in  help 
ing  the  crane  type  of  industrial  truck  to  deliver  a  maxi 
mum  handling  service.  A  small  electrically  operated 
crane  is  mounted  on  the  truck  and  its  use  makes  it 
possible  to  extend  the  service  of  traveling  or  monorail 
cranes  to  points  not  covered  by  their  supporting  rails. 
This  type  of  truck  will  deliver  castings  from  yard  to 
machines,  heavy  cases  to  freight  cars  or  assembly 
points,  etc.  Capacities  up  to  ,S,000  Ibs.  are  within  the 
range  of  this  type  of  truck. 


Electric 
Tiering    Trucks 


The  tiering  type  of  electric 
industrial  truck  is  a  combina 
tion  of  the  load-carrying  truck 
and  the  tiering  machine.  By 
virtue  of  its  electric  motors 
and  the  convenient  control  pro 
vided,  this  vehicle  will  pick  up  its  load,  transport  it  to 
any  desired  point,  and  elevate  it  to  points  six  feet  or 
more  above  the  floor  level.  Two  G-E  motors  are  sup 
plied  for  trucks  of  this  sort, — one  for  traction  and  one 
for  elevating. 


Electric  Lift  Truck  Doing  Work   of  Eight   Stevedores 
Piling  Hogsheads. 


Electric 
Tractors 


Electric  motors  supplied  for 
use  on  industrial  tractors  re 
quire  careful  design  and  con 
struction  to  provide  for  the 
heavy  overloads  to  which  they 
are  subjected  on  starting.  The 

G-E  series  automotive  motor  is  particularly  designed 
for  this  service.  G-E  equipment  furnished  for  ma 
chines  of  this  class  includes  in  addition  to  motors,  con- 


G-E  Equipped  Electric  Tractor  Handling  Foundry  Sand 


GENERAL  ELECTRIC  COMPANY,  SCHENECTADY,   N.  Y. 

Address  nearest  office.     For  list  of  offices 
710 


see  page  706. 


ELECTRIC  CONTROL  EQUIPMENT 


trollers  and  circuit  breakers.  The  control  circuit  is 
usually  arranged  to  provide  against  accidental  starting. 
The  design  of  G-E  motors  and  electrical  equipment 
supplied  for  use  on  tractors,  like  many  other  G-E  prod 
ucts,  is  based  on  intensive  study  of  the  service  which  it 
is  called  upon  to  perform.  Specialists  are  available 
for  the  analysis  of  every  electrical  problem. 


The    importance    of    control 
Importance  equipment     in     the     successful 

of  Proper         -;   electrification   of  most  material 
Control  :=-    handling    processes    should    not 

i    be   under-estimated.     As  stated 
in    connection    with    the    brief 

descriptions  of  the  few  G-E  installations  shown  on  the 
preceding  pages,  electric  control  equipment  has  im 
measurably  increased  the  scope  of  mechanical  handling. 
It  has  simplified  the  operation  of  the  most  massive 
machinery.  The  controlling  apparatus  not  only  makes 
the  motor  function  properly  but  can  be  made  to  protect 
it  as  well  as  the  o]>erator  and  the  machine. 

To  automatic  control  may  be  credited  the  ability  of 
modern  material  handling  machines  to  empty  more 
cars  per  hour,  or  to  load  and  unload  boats  more 
quickly,  by  the  elimination  of  every  second  of  wasted 
time. 


Adaptations 

of   Manual 

Control 


The  simplest  starting  appara 
tus  is  sufficient  for  starting  up 
small  motors  which  run  contin 
uously.  For  larger  motors  driv 
ing  constant  speed  machines, 
involving  no  special  functions 

such  as  reversing,  change  of  speed,  braking,  etc.,  the 
ordinary  starting  compensator,  starting  rheostat  or  drum 
controller  is  ample. 


Possibilities  of 

Automatic 

Control 


The  field  of  magnetic  control 
equipment  is  practically  un 
limited.  It  is  the  basis  of  auto 
matic  control  and  the  principal 
means  of  providing  protection  to 
men  and  machinery.  It  is  the 

magnetic  equipment  which  "does  the  thinking"  on  the 

job,  thus  providing  that  element  of  electrical   control 

which  may  be  characterized  as  human. 

Automatic  control  actuated  from  various  points  cuts 

down   operating   costs.     It   enables  the   operator   of   a 


modern  ore  unloader  to  ride  wijh  the  leg  and  bucket 
down  into  the  ship  and,  while  retaining  individual 
control  of  the  entire  machine,  to  control  the  bucket  with 
such  precision  that  nearly  100%  of  the  cargo  is  un 
loaded  without  the  use  of  shovelers.  It  eliminates  at 
tendants  as  in  moving  material  with  a  ,-eries  of  con 
veyors,  one  dumping  onto  another,  where  a  system  of 
electrical  interlocking  prevents  piling  up  the  material  at 
some  intermediate  point  in  case  one  conveyor  stops. 
Automatic  control  means  economic  handling  in  the 
sense  that  it  speed-  production.  It  makes  possible  the 
maximum  safe  rate  of  acceleration  and  deceleration 
with  consequent  maximum  average  .-peeds.  I-ong  time 
delays  for  making  repairs  are  reduced  to  a  minimum 
by  equipment  that  stops  the  motor  the  instant  one  part 
fails  to  function  properly.  Quick,  sure  stops  are  also 
an  asset  as  in  the  case  of  a  car  dumper  which,  by 
virtue  of  its  control,  places  the  empty  car  accurately 
on  the  track  ready  to  be  pushed  away. 


i  Due  regard  for  what  can  be 
(j-t,  Control  |  achieved  with  ample  control 
for  Every  f  such  as  mentioned  briefly  above 
Purpose  :  bespeaks  the  importance  of 

i „ I  proper  consideration  of  this 

part  of  the  electrical  equipment 

of  any  material  handling  machine.  The  General  Elec 
tric  Company  out  of  experience  gained  in  extensive 
design  and  manufacture  of  motor  controlling  equipment 
and  in  years  of  application  engineering,  has  evolved  a 
complete  line  of  standardized  apparatus  for  material 
handling  operations. 

This  company  is,  therefore,  in  a  position  to  supply 
readily  control  apparatus  for  ordinary  drives.  Where 
special  problems  are  involved,  it  can  do  the  develop 
ment  work  necessary  to  coordinate  the  entire  electrical 
equipment.  As  evidence  of  thorough  familiarity  with 
electrical  control  problems,  G-E  automatic  control  is 
identified  with  many  electrical  systems.  It  has  been 
successfully  applied  also  in  generating  and  distributing 
systems  for  railway,  power  and  industrial  service. 

In  recognition  of  the  value  of  reliability  in  service, 
major  attention  is  given  to  quality,  and  those  parts 
necessarily  subject  to  wear  are  made  easily  renewable. 

It  is  obviously  impossible  to  describe  on  these  pages, 
even  briefly,  a  significant  portion  of  the  G-E  control 
equipment  applicable  to  material  handling.  Some  of 
these  devices  are  enumerated  in  connection  with  the 
motors  shown  on  the  pages  following.  Requests  for 
complete  information  are  welcomed  at  the  nearest  G-E 
sales  office. 


G-E  Automatic  Control  on  13-Ton  Grab-Burket   Crane.  l.")0-Ton   Crane    Controlled   by   G-E   Mapneto   Equipment 


GENERAL  ELECTRIC  COMPANY,  SCHENECTADY,   N.  Y. 

Address  nearest  office.     For  list  of  offices  see  page  706. 

711 


HEAVY  DUTY  ELECTRIC  MOTORS 


Wide   Range 

of   Motor 
Manufacture 


As   a   result   of  long   experi- 
I    ence  in  applying  electric  power 
i    to  the  various  industries,  there 
!    is  a  standard  G-E  motor  suited 
j    for  driving  most  material  han 
dling   machines,    such    as   enu 
merated  on  the  preceding  pages,  while  a  special  motor 
and  control  equipment  can  be  provided  to  accomplish 
an  unusual  service. 

For  the  benefit  of  manufacturers  and  engineers  a 
brief  description  of  the  principal  motors  used  for  ma 
terial  handling  machinery  is  given. 


Mill  Type 
Motors 


G-E  mill  type  motors,  al 
though  primarily  designed  for 
driving  steel  mill  auxiliaries, 
are  admirably  adapted  for  ap 
plication  to  several  material 
handling  machines,  including 

heavy  duty  cranes,  coal  and  ore  bridges,  unloaders  and 
car  dumpers;  charging  machines  of  all  types  as  used  in 
gas  works  and  coke  plants;  coke  pushers,  levelers,  etc.; 
electric  shovels,  electric  dredges  and  small,  heavy  duty 
hoists.  The  chief  characteristics  of  this  type  of  motor 
are  heavy  mechanical  design,  large  foundation  area, 
ease  of  replacing  parts  and  making  repairs,  small 
stored  energy  in  the  armature,  good  commutation  and 
heat  resisting  insulation. 

These  motors  are  made  in  two  general  Types,  M.D. 

for  B.C.  and 
Type  M.I.  for 
A.  C.  operation. 
The  B.C.  motors, 
described  fully  in 
I  Bulletin  48121.1, 
are  standard  with 
series  or  com- 
pound  fields. 
They  are  built 
open  and  en 
closed,  the  en 
closed  type  hav- 
ing  a  large 
opening  with  cover  in  the  frame  to  give  ready  access 
to  the  commutator  and  brushes,  and  other  frame  open 
ings  for  inspection  of  the  armature  and  field  coil  con 
nections.  The  open  type  differs  only  in  the  upper  half 
being  entirely  open,  all  essential  dimensions  being  the 
same,  making  the  two  frames  interchangeable  on  the 
same  foundations.  All  MB  motors  are  equipped  with 
commutating  poles  which  insures  excellent  commutation 
under  all  rated  loads. 

Mill  type  motors  are  furnished  totally  enclosed  in 
sizes  from  3  h.p.  to  150  h.p.  for  25-cycle,  200-  and 
440-volt  alternating  current,  4  to  1 75  h.p.  and  230-  and 
550-volt  direct  current.  Open  type  motors  are  furnished 
from  25  h.p.  to  150  h.p.  alternating  current  and  30 
h.p.  to  210  h.p.  direct  current  for  continuous  duty. 
This  Company  is  prepared  to  furnish  control  either 
manually  or  magnetically  operated  for  all  classes  of 
service  to  which  the  mill  type  motor  can  be  applied. 
This  equipment  includes  drum  type  controllers  for  re 
versing  or  non-reversing,  and  starting  or  speed  regu 
lating  duty;  master  switches  for  use  with  magnetic 
control;  control  panels,  resistors  especially  designed  to 
withstand  vibration;  and  also  electric  brakes,  described 
briefly  on  the  following  page. 


G-E  Mill  Type  Motor. 


Alternating  current  hoist  mo- 

A.C.    Variable        tors     are     made     3 -phase     or 
Speed  2-phase,   with   standard  riveted 

Hoist  Motors  frame  and  skeleton  frame  con 
struction.  They  give  a  maxi 
mum  torque  for  a  given  weight 

and  are  very  strong  mechanically;  used  for  hoists  and 
similar  service  of  an  intermittent  nature  where  the 
limiting  feature  depends  upon  the  frequent  starting  and 
accelerating  torque  required.  These  motors  are  regu- 
1  a  r  1  y  furnished 
with  open  frames 
and  taper  shafts 
on  each  end  for 
gear  and  solenoid 
brake.  Made  in 
standard  capaci- 

j.-loiVS  «L»   ,i*.-m 

cycles. 

Brum  type 
controllers  are 
regularly  recom 
mended  to  con 
trol  these  motors 
for  capacities  up  to  112  h.p.  For  motors  of  large 
capacity,  the  magnetic  type  of  control  is  used.  Infor 
mation  can  be  obtained  by  addressing  the  nearest  G-E 
office.  Send  for  Bulletin  48119.1. 


I 


A.C. 


Hoist     Motor     Equipped     with 
Solenoid    Brake. 


Direct  Current 

Crane   and 
Hoist  Motors 


The  G-E  Type  CO  1800  line 
of  motors  are  designed  espe 
cially  for  variable  speed  crane 
and  hoist  service  as  applying  to 
bridge  and  cargo  cranes, 
winches,  derrick  hoists,  ore 

bridges,    unloaders,    etc.       These    are    B.C.    motors, 
enclosed  reversible  ;>nd  series  wound,  designed  for  in 
termittent  service  requiring  a  maximum  torque  motor 
of     ample     over- 
1  o  a  d     capacity. 
Suitable  for 
floor,  wall  or  ceil 
ing  mounting 
and       furnished 
with    or    without 
back   gear.      The 
top   half   frame 
can  be  lifted  off 
without     disturb 
ing  back  gearing, 


CO  1800   Crane   and    Hoist   Motor 


— o    —        —    o  o' 

armature  is  readily  removed,  the  shaft  can  be  removed 
without  disturbing  windings  or  commutator.  All  the 
parts  are  arranged  for  easy  inspection  or  repair. 

Sizes  range  from  2  h.p.  to  100  h.p.  standard  voltages. 
Bescribed  in  Bulletin  68100A. 

Complete  lines  of  drum  type  controllers  and  mag 
netic  equipments  are  available  for  all  classes  of  hoist 
ing  service.  G-E  crane  protective  panels,  which  provide 
overload  and  underload  protection,  protect  also  the 
motors  which  are  individually  controlled  by  other 
equipment. 

Electric  brakes  for  controlling  hoisting  motors  to 
insure  a  quick  positive  stop  can  also  be  supplied.  These 
are  described  briefly  on  the  following  page  and  more 
fully  in  Bulletin  68010  A. 


GENERAL  ELECTRIC  COMPANY,   SCHENECTADY,  N.  Y. 

Address  nearest  office.     For  list  of  offices  see  page   706. 
712 


ELECTRIC  MOTORS  AND  CONTROL 


Automatic 
!   Electric    Brakes 


G-E  Solenoid  Brakes  for  use 
with  either  A.C.  or  B.C.  G-E 
mill  type  and  hoist  motors,  are 
designed  for  quick  stopping. 
They  are  usually  mounted  on 
the  driving  motor  shaft,  al 
though  if  desired,  they  can  be  furnished  for  mounting 
on  the  floor  or  other  foundation.  For  use  with  motors 
of  other  than  G-E  manufacture,  proper  end  shields  and 
brake  pads  must  be  provided.  Capacities  from  1  to 
300  h.p.  standard  voltages.  Six  sizes  of  brakes  are 
available,  providing  a  range  in  braking  torque  from  5 
to  3,500  Ibs.  at  1  ft.  radius. 

These  brakes  are  used  extensively  in  connection  with 
cranes,  hoists,  elevators,  line  shafting,  etc.,  to  save  time 
in  stopping,  to  prevent  over-travel  or  to  stop  accurately 
at  definite  points;  to  hold  loads  without  consumption 
of  power  by  the  motor;  and  to  make  emergency  stops. 
Described  in  Bulletin  6801 OA. 


Induction 
Motors 


The  Type  KT  Induction  Mo 
tor  is  the  general  utility  motor 
for  alternating  current,  espe 
cially  for  services  requiring  con 
stant  speed,  such  as  conveyors 
of  different  types  and  portable 

elevators.  This  line  of  G-E  motors  is  made  in  riveted 
or  skeleton  frames  up  to  750  h.p.  standard  voltages. 
The  multi-speed 
types  are  wound 
for  60  cycle, 
3  -  phase  circuits 
only,  220,  440 
and  550  volts, 
and  can  be  fur 
nished  up  to  12 
h.p.  for  four  con 
stant  speeds.  De 
scribed  in  Bulle 
tins  41302A  and 
A1  ?nnA  Type  KT  Constant  Speed 

Induction     Motor. 
Various     types 

of  starting  and  controlling  equipment  for  use  with  these 
motors  can  be  furnished,  including  oil  circuit  breakers 
and  safety  switches  for  the  feeder  circuit;  magnetic 
starting  switches;  compensators,  automatic  or  manu 
ally  operated;  starting  panels;  and  remote  control 
accessories,  such  as  push  buttons,  automatic  switches 
and  governors,  for  use  with  automatic  starters. 


Synchronous 
Motors 


!  The  G-E  line  of  synchronous 
motors  covers  a  wide  range  of 
speeds  and  capacities.  Their 
application  to  material  handling 
processes  is  confined  to  the  ma 
chinery  requiring  constant 
speed,  such  as  conveyors,  pumps  for  moving  liquids, 
etc.,  for  which  they  are  extensively  used.  In  addition, 
this  type  of  motor  is  especially  desirable  on  circuits 
which  need  power  factor  correction.  This  condition  is 
often  indicated  by  the  need  for  greater  generator,  trans 
former  or  feeder  capacity.  Synchronous  motors  are  par 
ticularly  desirable  when  a  rate  for  purchased  power  is 
dependent  upon  the  power  factor  of  the  load. 

The  synchronous  motor  is  also  applicable  where  con 
tinuity  of  operation  is  imperative  and  dusty  operating 


conditions    make    a    motor    with    a    small    air    gap 
inadvisable. 

These  motors  are  furnished  from  25  to  2,000  h.p. 
capacity  at  commercial  speeds,  for  belt  drive  or  direct 
connection,  and  are  designed  to  start  any  load  met 
with  in  ordinary  practice.  Special  winding  makes  them 
self-starting  from  an  A.C.  compensator  which  can  also 
be  furnished.  Described  in  Bulletin  41309,  and  Bulle 
tin  41310  gives  a  list  of  hundreds  of  G-E  installations 
in  various  industries. 


D.C.    Constant 
Speed  Motors 


The  Type  RC  motor  may  be 
classed  as  the  universal  D.C. 
motor  and,  hence,  is  applicable 
to  material  handling  devices 
operating  at  constant  speed 
where  direct  current  is  avail 
able.  Furnished  shunt  wound  for  conditions  requiring 
close  speed  regulation,  compound  wound  for  heavy 
starting  torque  or  where  violent  power  fluctuations 
occur,  and  series  wound  where  load  either  possesses 
fixed  value  or  may  be  subject  to  automatic  or  manual 
control.  Series  motors  not  recommended  for  belt  drive. 

Made  in  sizes 
ranging  from 
]/2  to  200  h.p. 
Regularly  fur 
nished  for  floor 
installation  but 
ran  be  arranged 
for  wall  or  ceil 
ing  suspension. 
Construction  de 
tails  are  given 

Type  RC  Constant   Speed   DC   Motor.      full>'  in  Bulletin 

41013A. 

G-E  control  equipment  includes  all  of  the  de 
vices  regularly  used  for  starting  and  controlling 
motors  of  this  type  as  well  as  accessories  necessary 
to  control  from  remote  points.  Complete  information 
can  be  secured  by  addressing  the  nearest  G-E  sales 
office. 


Elevator 
Motors 


Squirrel  cage  induction  mo 
tors  supplied  for  elevator  serv 
ice  are  built  with  a  high  resist 
ance  rotor  winding  to  insure  a 
maximum  torque  at  starting, 
which  is  approximately  250% 

of  full  load  running  torque.  These  motors  are  designed 
to  be  thrown  directly  across  the  line  and  are  furnished 
for  either  3-phase  or  2-phase.  Semi-magnetic  or  full 
magnetic  control  is  used,  either  of  which  can  be  fur 
nished  with  or  without  overload  protection. 

Slip  ring  type  induction  motors  for  elevator  service 
are  intermittently  rated,  laid  out  on  the  basis  of  maxi- 


AC    Motor    for    Elevators. 


DC   Elevator   Motor. 


GENERAL  ELECTRIC  COMPANY,  SCHENECTADY,   N.   Y. 

Address  nearest  office.     For  list  of  offices  see  page  706. 

713 


ELECTRIC  INDUSTRIAL  LOCOMOTIVES 


mum-minimum  starting  torque  of  200%  full  load 
running  torque.  These  motors  can  also  be  furnished 
for  either  3-phase  or  2-phase  and  with  either  full 
magnetic  or  semi-magnetic  control.  The  acceleration 
with  either  type  of  control  is  automatic  and  is  controlled 
by  means  of  time  element  interlocks  of  the  unbalanced 
flywheel  type,  which  means  that  acceleration  is  unaf 
fected  by  moisture  or  dirt. 

On  single-phase  circuits  the  repulsion  type  induction 
motor  is  furnished,  which  can  be  reversed  from  full 
speed  one  direction  to  full  speed  reverse  without  danger. 
Motors  of  this  type  are  limited  in  their  application  due 
to  the  lack  of  single-phase  power  and  undesirable  high 
starting  currents  resulting  from  throwing  the  motor 
across  the  line. 

For  direct  current  the  Type  RC  reversible  compound 
wound  elevator  motors  are  furnished.  These  are  de 
signed  to  have  the  series  field  cut  out  immediately  after 
starting.  G-E  control  equipments  which  are  furnished 
with  these  motors  employ  the  use  of  dynamic  braking 
for  slow-down. 


Automotive 
Motors 


The  service  requirements  of 
storage  batten'  vehicles  demand 
the  use  of  highly  specialized 
motors,  differing  widely  in 
mechanical  and  electrical  char 
acteristics  from  direct  current 
motors  for  the  propulsion  of  street  cars. 

All  vehicles,  whose  source  of  energy  is  derived  from 
storage  batteries,  require  that  the  motor  or  motors  in- 


•  ^      Typical     G-E     Auto- 

'    *•        motive    Controller. 


Small    G-E    Automotive 
Motor. 


sure  at  all  times  and  under  all  conditions  the  most 
economical  ratio  of  power  output  to  wattage  input. 
Sparkless  commutation,  great  overload  capacity,  and  a 
maximum  of  torque  per  ampere  are  also  important  fac 
tors  in  automotive  motor  design. 

Mechanically,  the  automotive  type  of  motor  must 
have  great  strength  and  durability'  combined  with  ac 
cessibility  and  careful  elimination  of  every  ounce  of 
useless  weight. 

An  important  advantage  in  the  latest  type  of  G-E 
automotive  motor  is  its  flexibility  in  meeting  widely 
;nng  application  requirements  from  the  light  Indus- 
truck  to  the  7^-ton  heavy  duty  road  vehicle.  The 
f  a  plain  cylindrical  magnet  frame  allows  motor 
:  mounted  on  the  chassis  by  means  of  supporting 
brackets  or  cradles  which  may  be  easilv  designed  and 
applied  by  the  vehicle  manufacturer. 

Due  to  the  extremely  specialized  nature  of  automo 
tive  motor  drives,  all  inquiries  should  be  taken  up  with 
the  near.-st  G-K  sales  office. 


Application 

of  Electric 

Industrial 

Locomotives 


In  all  industries  the  electric 
industrial  locomotive  is  adapted 
to  play  an  important  part  in  the 
solution  of  material  handling 
problems.  Large  factories  usu 
ally  have  a  spur  connecting 

with  the  nearest  railroad,  and  the  movement  of  freight 
cars  over  this  spur  involves  considerable  handling 
charges  if  carried  on  by  the  railroad  company.  Many 
applications  of  industrial  electric  locomotives  are  shown 
in  Bulletin  44251. 

Where  the  manufacturer  operates  a  locomotive  of 
his  own,  the  electric  type  has  several  advantages  over 
the  steam  switch  engine.  These  outstanding  advantages 
of  the  electric  locomotive  may  be  summed  up  as  follows: 

1.  Consumes  power  only  when  in  actual  operation. 

2.  Can  be  operated  by  one  man  of  ordinary  intelli 
gence. 

3.  Is  ready  for  use  at  all  times. 

4.  Has  large  momentary  overload  capacity. 

5.  Has  simple  and  easily  operated  control. 

6.  Has  low  maintenance  cost  due  to  small  number  of 
wearing  parts. 

7.  Requires  attention  only  when  in  use. 

8.  Can  be  run  inside  a  building  where  smoke  and 
fire  risk  of  a  steam  locomotive  would  forbid  its  use. 


Ideal 

Inter-Factory 
Service 


For     inter  -  factory     material 
moving  in  large  manufacturing 
plants      covering      considerable 
area,    electric    locomotives    pro 
vide   a    highly   satisfactory   and 
economical  service.   At  the  Gen 
eral  Electric  Company's  own  factories  the  transporta 
tion    of    material    between    the    various    buildings    is 
practically  all  done  in  this  manner. 

Factory  service  is,  however,  only  one  of  the  many 
fields  in  which  the  electric  locomotive  can  be  used  to 
advantage.  It  is  equally  well  adapted  for  service  in 
shipyards,  brick  yards,  stone  quarries,  cement  factories, 
and  similar  places.  With  all  of  its  weight  on  the  driv 
ing  wheels  and  a  tractive  effort  which  is  continuous 
rather  than  pulsating,  the  electric  locomotive  is  well 


G-E    Industrial    Locomotive    Transffrriim    Miscellaneous 
Materials  in   Process  of  Manufacture. 

fitted  to  haul  ore  from  mines  to  the  stamp  mills,  and 
log  trains  to  the  saw  mill.  Where  heavy  grades  are 
encountered  electric  haulage  is  particularly  effective. 
Electric  locomotives  are  also  used  with  success  on 
large  public  works  where  great  quantities  of  earth,  rock 
and  concrete  must  be  moved.  Where  this  work  involves 
tunnel  driving,  the  low,  mine  type  of  locomotive  pro 
vides  an  ideal  form  of  haulage. 


GENERAL  ELECTRIC  COMPANY,  SCHENECTADY,   N. 

A(ldr,.>s  nearest  office.     For  list  of  offices  see  page  706. 

714 


Y. 


ELECTRIC  INDUSTRIAL  LOCOMOTIVES 


[G-K    industrial     locomotives 
Wide   Range       j    are    designed    and    built    in    a 
of  G-E  !    range  of  sizes  and  forms  wide 

Manufacture       j    enough  to  include  any  haulage 
)    requirement.     They    incorporate 
principles  of  construction  which 

are  the  result  of  many  years  of  experience  in  this  class 
of  work.  Full  advantage  has  been  taken  of  the  experi 
ence  gained  in  the  manufacture  of  mine  locomotives, 
which  must  be  built  to  withstand  unusually  severe 
service  and  rough  handling. 

G-E  industrial  locomotives  are  built  to  take  power 
from  trolley,  third  rail,  and  storage  batteries,  or  from 
either  trolley  or  storage  battery.  They  are  of  the  single 
or  double  truck  type  with  one  motor  mounted  on  each 
axle  and  vary  in  weight  from  4  to  50  or  more  tons. 
They  are  built  for  gauges  varying  from  18"  up  to 
56J/>".  Storage  battery  locomotive  motor  equipments 
are  designed  to  operate  from  85,  170  or  200  volts — 
storage  batteries.  Equipments  for  the  trolley  and  third 
rail  type  are  designed  for  operation  from  250,  500  and 
600  volt  D.C.  circuits. 


Industrial 

Locomotive 

Motors 


Motors  known  as  Type  HM 
are  standard  for  either  storage 
battery  or  trolley  type  locomo 
tives. 

The  capacity  of  motors  for 
standard  locomotives  is  based 

not  only  on  determinations,  but  is  the  result  of  long 
experience  with  many  locomotives  operating  under  va 
rious  conditions.  The  motor  equipments  are  designed 
to  operate  satisfactorily  without  troubles  due  to  over 
heating.  Since  the  motor  capacity  is  based  solely  on 
general  practice,  no  locomotive  can  be  guaranteed  for 
a  given  sen-ice  until  service  data  has  been  submitted 
for  investigation. 


G-E  Locomotive!'  at  Work  in  Chemical  Plant. 

Weight — 12  tons.  Gauge — 56J/>".  Wheel  base 
— 96".  Wheel  diameter — 30".  Overall  width — 
93".  Height  over  cab  roof — 114".  Couplers 
— Standard  MCB  short  shank  engine  type.  Brakes — 
Combined  straight  and  automatic  air  with  hand  auxil 
iary.  Has  extra  air  capacity  and  additional  hose 
coupling  to  charge  dumping  mechanism  on  cars.  Sanders 
— Air  operated.  Journal  boxes — MCB  3->4"  x  7"  journal. 
Truck  frame — Rolled  steel.  Cab — Sheet  steel  on  steel 
angle  framework.  Motors — Two  motors.  Control — 
Series-parallel  drum  type.  Speed — Eight  MPH.  Cur 
rent  collectors — Four  over-running  third  rail  shoes. 


Hauling  Material  from  Ship  to  Warehouse. 

Weight — 8  tons.  Gauge — 56^".  Wheel  base 
—54".  Wheel  diameter — 24".  Overall  width— 
82".  Height  over  cab  roof  115".  Coupler — 
Y\  MCB  short  shank  engine  type  with  center 
25"  above  rail.  Truck  frame — Rolled  steel. 
Journal  boxes — End  thrust  mine  type.  Brakes 
— Hand  screw  and  nut  type.  Call — Sheet  steel 
on  steel  angle  frame.  Motors — Two.  Control — 
Series-parallel  drum  type.  Speed — Six  MPH. 


G-E    Pusher    Locomotive    Designed    for    Spotting    Cars 
Over  Bins  or  Hoppers  on  Unloading  Docks. 

Weight — 25  tons.  Gauge — 42l/2".  Overall 
length— 291".  Wheel  base— 132".  Overall  width 
— 67".  Height  over  cab  roof — 145".  Frame — • 
Rolled  steel.  Journal  boxes — End  thrust  mine 
type.  Cab — Sheet  steel  on  steel  angle  frame. 
Brakes — Straight  air  with  hand  auxiliary.  Pusher 
arms — One  on  each  side,  cast  steel,  spring 
cushioned,  air  operated.  Motors — Two  motors. 
Control — Master  controllers  with  contactors.  Cur 
rent  collector — Two  over-running  third  rail 
shoes  Operates  from  metallic  circuit  collecting 
from  two  rails  located  in  center  of  track  rails. 


Where  conditions   render  the 

Storage  |   operation  of  the  trolley  type  of 

Battery  j   locomotive  inexpedient  the  stor- 

Locomotives       j   age  battery  locomotive  can  often 

I    be     used     advantageously.      In 

transportation     in     and     about 

factory  buildings  the  battery  type  may  be  operated  in 
side  of  the  buildings,  and  by  providing  the  elevators 


GENERAL  ELECTRIC  COMPANY,  SCHENECTADY,   N.  Y. 

Address  nearest  office.     For  list  of  offices  see  page  706. 

715 


ELECTRIC  INDUSTRIAL  LOCOMOTIVES 


with  tracks  they  can  be  used  effectively  to  distribute 
material  on  different  floors.  They  can  be  used  with 
safety  in  locations  where  the  operation  of  the  overhead 
trolley  would  be  dangerous.  Also,  where  materials  have 
to  be  carried  over  temporary  tracks  or  the  location  of 
the  trackage  is  subject  to  frequent  changes,  the  storage 
battery  type  of  locomotive  will  give  the  necessary  serv 
ice  with  a  minimum  of  investment  and  operating 
expense. 


I 


Data   on 

Battery 

Locomotives 


Every  locomotive  unit  built 
by  the  General  Electric  Com 
pany  is  designed  to  meet  certain 
requirements  and  necessitates 
definite  engineering  recommen 
dations.  However,  the  follow 
ing  tabulated  data,  applying  to  commonly  used  types 
and  the  data  given  for  units  illustrated,  will  give  an 
idea  of  the  specifications  on  types  which  have  been 
built  to  supply  specific  needs. 


INDUSTRIAL      HAULAGE      LOCOMOTIVES,      STORAGE 

BATTERY 

TYPE 

„ 

i    . 

•"& 

a; 

h 

gK 

^  ag 

Type 

t—  •/. 
°g 

o 

M 

3 

K° 

"5 

Brakes 

w3 

o  o 

O 

CS 

B-| 

O) 

** 

" 

* 

v  *-' 

4 

LSB-2E4 

•2       24 

1000 

3%        20 

Hand 

4 

LSB-2C4 

•>       24 

1000 

3%        17 

Hand 

5 

LSB-2C5 

2        30 

2CCO 

3%        33 

Hand 

8 

LSI!  2O 

2        56% 

2800 

3%        46 

Hand 

10 

LSB-2C10 

2 

56% 

3000 

4%        45 

Hand 

15 

LSB-2C15 

2        56% 

4000 

5           64 

Hand,  Straight  Air 

30 
40 

LSH404-EC 
LSB4C4-K8, 

4 

4 

56%      8CCO 
56%    120CC 

a         128 
5%      178 

Hand,  Straight  Air 
Hand,  Straight  Air 

Ratings  of  Draw  Bar  Pull  which  appear  in  the  table 
are  determined  by  motor  and  battery  capacity.  Ordi 
nary  practice  in  rating  the  DBF  of  electric  locomotives 
brings  in  weight  on  the  drivers,  but  with  a  storage 
batten-  type  the  total  weight  is  nearly  always  in  excess 
of  that  required  for  developing  the  rated  pull. 

Battery  capacities  given  refer  to  the  batteries  sup 
plied  with  locomotives  which  have  been  built.  To 
determine  size  of  locomotive  and  capacity  of  battery 
necessitates  engineering  recommendations  based  on  the 
particular  service  to  be  performed. 


Storage  Batterv  ] 


Overall  Width— 76".  Height  over  Platform— 30". 
Brakes — Hand  screw  and  nut  type.  Coupler — -fy 
size  MCB  with  center  14"  above  rail.  Journal  Boxes — 
Mine  type.  Truck  Frame — Steel  channel  side  and  end 
sills.  Deck  Covers — Two  in.  wood  planking  covered 
with  steel  checkered  plate.  Motors — Two.  Battery 
Capacity— 19  kw.-hrs.  Speed— Two  to  8  MPH  de 
pending  on  load.  Control — Series-parallel  drum  type. 


30-Ton     Double     Truck     Storage     Battery     Locomotive 
in  Switching  Service  at  Shipbuilding  Plant. 

Weight— 30  tons.  Gauge— 56^".  Truck  Centers 
-180".  Rigid  Wheel  Base— 76".  Wheel  Diameter— 
30".  Overall  Width— 122".  Height  over  Cab  Roof— 
126".  Couplers — Standard  MCB  long  shank  spring 
draft  gear.  Brakes — Straight  air  with  hand  auxiliary. 
Sanders — Double  end  air-operated.  Journal  Boxes — 
MCB  3-/4"  by  7"  Journal.  Trucks— Arch  bar.  Plat 
form — Steel  channel  sills  and  sheet  steel  deck  plate. 
Cab — Sheet  steel  on  steel  angle  frame.  Motors — Four 
motors.  Battery — 120  kw.-hr.  Control — Series- 
parallel  drum  type.  Two  control  stations  in  cab. 
Speed — 4y2  to  15  m.p.h.,  depending  on  trailing  load. 


20  Tons  of  Castings. 


Combination    Trolley   and    Storage    Battery    Locomotive. 

Weight—  10  tons.  Gausje—  56>^".  Wheel  Base— 
72".  Wheel  Diameter-24".  Overall  Width-US". 
Height  over  Cab  Roof—  118"-  Coupler—  Standard 


Weight—  5   tons      Ga       —Srti/''  Height    over    Cab 

—143".     Wheel   Bas      77"      wu  '  !    l;vera11  Length     MCB  short  shank  engine  type.     Brakes—  Hand  screw 

_Wheel^iameter-20".     and   nut   type.      Journal    Boxes-Mine   type.      Truck 

GENERAL  ELECTRIC~COMPANY,  SCHENECTADY,  N.  Y. 

Address  nearest  office.     For  list  of  offices  see  page  706. 
716 


BATTERY  CHARGING  EQUIPMENT 


frame — Steel  channel  sills.  Cab — Sheet  steel  on 
steel  angle  frame.  Motors — Two  motors.  Battery — 
42  kw.-hrs.  Voltage- — 250  V.  on  trolley.  Speed — 4 
to  6  MPH.  Control — Series-parallel  drum  type. 


Mine 
Locomotives 


The  General  Electric  Com 
pany  has  been  engaged  in  the 
manufacture  of  mine  locomo 
tives  for  gathering  and  haulage 
for  the  past  30  years,  and  as 
evidence  of  durable  construc 
tion,  can  point  to  some  locomotives  in  continuous  service 
for  this  entire  period.  This  is  proof  that  the  company 
appreciates  the  severe  conditions  of  mine  service,  and 
builds  locomotives  that  will  stand  up  under  most  trying 
conditions. 


and  larger  sets  for  multiple  battery  charging.  In  addi 
tion,  suitable  panels  can  be  provided  for  service  where 
a  small  panel  is  not  built  as  a  part  of  the  outfit 
recommended. 

Individual  charging  motor  generator  sets  are  de 
signed  to  regulate  the  current  and  taper  the  charge  of 
a  single  battery.  Two  sets  can  be  installed  for  opera 
tion  in  multiple,  the  same  as  a  two-circuit  generator 
and  panel  in  case  of  two  trucks  of  the  same  size  and 
number  of  cells.  Described  in  Bulletin  Y1372A.  The 
sets  for  simultaneously  charging  two  or  more  batteries 
in  multiple  are  used  with  multiple  circuit  switchboards, 
necessarily  different  from  the  control  panels  for  the 
individual  charging  sets  in  order  that  batteries  of 
different  degrees  of  discharge  may  be  properly  handled. 
Bulletin  Y1364A. 


G-E   13-Ton   M 


Renewal 
Part 

Service 


The  General  Electric  Corn- 
pany  maintains  a  repair-part 
service  which  is  expedited  by 
the  use  of  a  special  renewal 
parts  catalog  compiled  for  each 
locomotive.  These  catalogs  con 

tain  all  the  information  required  for  the  correct  order 
ing  of  any  repair  part.  Delays  incident  to  possible 
misunderstanding  of  orders  are  thus  eliminated.  • 

Each  catalog  contains  exploded  views  of  the  compo 
nent  devices,  giving  accurately  the  names  of  individual 
parts  and  the  proper  ordering  numbers.  The  locomo 
tive  data  are  segregated  and  tab  indexed  under  head 
ings  such  as,  Frame  and  Truck  Parts,  Motors,  Con 
trollers,  Cable  Reel,  Air  Equipment,  etc. 

One  of  these  catalogs  is  furnished  with  each  locomo 
tive,  and  extra  copies  are  gladly  made  up  for  persons 
in  the  customer's  organization  who  are  charged  with 
tli-'  upkeep  of  equipment. 


6-Cireuit    Battery    Charging    Switchboard    in    Operation. 


Railway 

Line 
Material 


Battery 

Charging 

Equipment 


Storage  battery  charging 
equipment  is,  of  course,  a  neces 
sary  accessory  in  connection 
with  the  operation  of  storage 
battery  locomotives  as  well  as 
industrial  electric  trucks  and 

tractors;  in  fact,  any  storage  battery  propelled  vehicle. 
The  General  Electric  Company  is  prepared  to  furnish 
battery  charging  apparatus  of  any  type  most  desirable 
for  any  particular  service,  including  rectifiers  of  the 
ionized  gas,  or  "Tungar,"  and  the  mercury  arc  type, 
and  motor  generator  outfits,  including  individual  charg 
ing  sets,  starting  and  lighting  battery  charging  sets. 


The  General  Electric  Com 
pany  has  developed  a  complete 
line  of  material  used  in  the  con 
struction  of  overhead  trolley 
systems  and  track  return  for 
electric  railways  in  every  serv 
ice.  This  includes  pole  brackets,  suspensions  and  ears 
of  many  types,  strain  and  feeder  insulators,  splicing 
sleeves,  trolley  frogs  and  crossings,  section  switches  and 
insulators,  turn  buckles,  rail  bonds,  bonding  tools,  etc, 
These  devices  have  been  designed  to  meet  every  pos 
sible  condition  and  have  been  thoroughly  tested.  Sher- 
ardizing  is  the  standard  finish  and  protection  for  all 
iron  and  steel  parts  of  G-E  line  devices.  Japan  finish 
can  be  furnished  for  use  where  devices  are  subject  to 
the  deteriorating  effects  of  acids. 

Owing  to  the  many  types  and  the  variation  in  dimen 
sions  of  rails  and  joint  plates  in  common  use,  a  great 
variety  of  forms  of  bonds  has  been  developed.  Oc 
casionally  exceptional  cases  arise  requiring  some  modi 
fication  of  one  of  the  standard  forms  in  order  that  the 
best  results  may  be  obtained.  The  General  Electric 
Company  will  gladly  submit  recommendations  showing 
how  best  to  meet  any  bonding  conditions  and  its  Engi 
neering  Department  is  always  at  the  service  of  custo 
mers  to  give  advice. 

Special  forms  of  these  devices  have  been  developed 
to  meet  the  special  conditions  of  mines  and  other  indus 
trial  properties.  This  complete  line  is  described  in 
Bulletin  4400SA.  It  should  be  ample  for  the  selection 
of  any  devices  needed  in  construction  to  provide  electric 
haulage  of  materials  over  a  new  or  electrified  system 


GENERAL  ELECTRIC  COMPANY,  SCHENECTADY,   N.  Y. 

Address  nearest  office.     For  list  of  offices  see  page  706. 

717 


BALDWIN  -  WEST1NGHOUSE  STORAGE  BATTERY  LOCOMOTIVES 


Combined 

Experience  of 
Two   Companies 


Baldwin  -  Westinghouse  elec- 
\  trie  locomotives  for  use  in  in- 
I  dustrial  plants  can  be  supplied 
j  in  a  wide  variety  of  sizes  and 
I  types.  The  long  experience  of 
the  Baldwin  Locomotive  Works 
and  the  Westinghouse  Electric  and  Manufacturing  Co. 
in  the  co-operative  manufacture  of  electric  locomotives 
insures  a  product  of  the  utmost  reliability.  They  are 
built  for  B.C.  trolley  operation  and  with  storage 
batteries. 


Baldwin-Westinghouse  stor 
age  battery  locomotives  can  be 
divided  into  two  general  classes, 
those  built  for  standard  gauge 
tracks  and  those  built  for  nar 
row  gauges.  They  have  a  wide 

range  of  application  in  industrial  service.     They  have 
been   used  in   the  construction   of   subways,   railroads, 


Application    of 

Storage  Battery 

Locomotive 


f?5^ 

£      „  f fll*  <• 

r- te 

*   -»Miifli^^^HE 


West    Virginia    Pulp    &    Paper    Co.    Use    B-W    Storage 
Battery   Locomotive. 

tunnels  and  aqueducts.  Indoors  they  are  used  in 
foundries,  iron  and  steel  mills,  power  plants  and  va 
rious  industrial  plants. 


Reasons  for 
Selection 


Where  smoke,  exhaust  fumes 
or  noise  is  objectionable  and 
where  readiness  to  start  without 
delay  is  desirable,  the  Baldwin- 
Westinghouse  storage  battery 
locomotives  are  an  important 

adjunct  to  a  plant.  Where  insurance  laws  demand  the 
minimum  fire  risk  and  trolley  wires  are  impossible 
these  locomotives  furnish  the  natural  solution.  They 
assure  a  minimum  clanger  of  causing  explosions  in 
powder  mills  or  other  industries  handling  inflammable 
materials.  They  offer  the  possibility  of  using  power 
when  the  generating  plant  is  carrying  a  light  load  and 
in  this  respect  are  especially  economical. 

The   Motors   are   designed 
electrically     and     mechanically 
for    storage    battery    operation. 
They  have  a  very  high  efficiency 
throughout     their     operating 
range,     including     overloads, 
unusually  rugged  and  are  enclosed,  avoiding 
the  accumulation   of  dirt  and   water.      Practically  the 


Efficiency 

in  Doifin 

only  attention  needed  is  a  periodical  inspection  for  the 
purpose  of  renewing  brushes  when  they  are  worn  and 
replenishing  the  bearing  lubricant.  Ball  bearings  are 
furnished  lubricated  from  grease  cups. 

The  field  coils  of  each  motor  are  arranged  in  two 
groups  to  permit  of  series  and  parallel  grouping  and 
to  obtain  high  tractive  effort  at  low  speed  with  minimum 
current  during  accelerating  periods. 


Control  and 
Batteries 


The  control  is  of  a  special 
design  which,  in  addition  to  the 
series  paralleled,  control  of  the 
motors  themselves  has  the  de 
sirable  characteristics  of  control 
as  previously  mentioned.  This 

method  of  control  reduces  to  a  minimum  the  number  of 
resistance  steps  and  consequent  losses,  and  economizes 
the  battery  energy. 

The  batten-,  assembled  in  trays,  is  mounted  in  a 
wood  lined  sheet  steel  compartment  on  top  of  the  loco 
motive  side  frames.  In  special  cases  the  batten-  can 
be  mounted  between  the  side  frames  and  below  the  top 
of  the  locomotive,  in  order  to  secure  a  low  over-all 


B-W  Storage  Battery  Loconiotive  in  the  Plant  of  Victor 
Talking  Machine  Co. 

height.  Standard  locomotives  are  provided  with  a  com 
partment  which  can  be  readily  removed  by  a  chain  hoist. 
A  slate  panel  is  provided  having  mounted  thereon 
a  double-pole,  double-throw  main  knife  switch  and  a 
Sangamo  ampere  hour  meter  which  indicates  the  con 
dition  of  the  battery  charge.  A  snap  switch  is  included 
to  control  the  locomotive  headlights. 


NARROW   GAUGE   LOCOMOTIVES 


7} 

to 

Iff§ 

jpj 

S|fi 

o 

^11° 

lo' 

«^£ 

A-  0-2                  6,000 
A-  8-2                   8,000 
A-1C-2                 10,OCO 

1,000  Ibs.                  3.5 
2,000  Ibs.                  3.5 
3,000  Ibs.                  3.5 

-.- 

P  0>  O 


11-22  ~ 

23-35 

36-48 


STANDARD   GAUGE   LOCOMOTIVES 


Brake 


Nominal 
Battery 

Capacity 

in  K.W. 

Hours 


10 
15 
20 
25 
25 
30 


Ilimcl   or   Straight   Air 

Hand    or  Straight  Air 

I  Fa  ml    or    Straight   Air 

Hanrl    or   Straight  Air 

Automatic  Air 

Automatic  Air 


35-  47 
35-  55 
50-  70 
60-100 
60-KJO 
70-120 


WESTINGHOUSE  ELECTRIC  &  MFG.  CO. 

EAST    PITTSBURGH,    PA. 
Address  nearest  office.    For  list  of  branch  offices  see  paKe  758. 

718 


EDISON  STORAGE  BATTERIES 


I 

j 


Principle 
and 

Construction 


Industrial  locomotives  equipped  with 

Edison     Batteries    assure     continuous 

daily     service     and     greater     tonnage 

hauled. 


This  locomotive  in  metal  mine  haul 
age    was    equipped    with    Edison    Bat 
teries  in   November,   1911.     They  are 
still  in  use. 


Gathering    and     hauling    locomotives 
in    coal    mines    rely    on    Edison    Bat 
teries  for  increased  production. 


The  Edison  Storage  Battery 
employs  a  principle  differing 
radically  from  that  of  all  other 
storage  batteries  having  com- 
|  mercial  importance  at  the  pres 
ent  time.  It  is  the  only  storage 
_  battery  having 
iron  or  steel  in 
its  construction. 
Instead  of  lead 
grids,  its  grids 
arc  of  steel.  In 
stead  of  acid 
electrolyte,  it 
employs  an  al 
kaline  solution. 
Instead  of  a 
solution  that 
destroys  the 
plates  and 
members,  its  so 
lution  is  a  pre 
servative  of  its 
iron  and  steel 
parts.  Instead 
of  compounds 
of  lead  its  ac- 
t  i  v  e  materials 
are  compounds 
of  nickel  and 
iron.  These 
changes  are  im 
portant  because 
by  virtue  of  the 
nature  of  the 
new  Edison 
com  b  i  n  a  tion, 
greater  strength, 
longer  life  and 
increased  dura- 
b  i 1 i  t  y  are 
achieved,  to 
gether  w  i  t  h  a 
simplicity  in 
care  and  opera 
tion  not  hitherto 
possible. 


NC&ATlvtPOLC 


CELL  COVC 


LL  cove* 

e  LDP  D  TO 

CONTAINER 

FUNG  BOX 


The  Edison  Alkaline  Storage  Battery. 
''Built  Like  a  Watch,  Rugged  as  a  Battleship." 

Because  of  its  distinctive  fea 
tures  in  principle  and  its  steel 
1   construction,    the    Edison    Bat- 
|    tery    has    great    strength,    long 
1    life,    and    is    maintained    with 

minimum  upkeep. 
In  mines,  industrial  plants,  etc.,  these  features  insure 
highest  service  efficiency  over  a  long  period  of  time. 


Quality  and 
Long  Life 

GENERAL  DATA  AND  TRAY  DIMENSIONS 

OB"  EDISON  STORAGE  BATTERIES 

Type    (Utters  denote  size  of  Plate  — 
Figures.    Number  of   Positive  Plates) 

A4 

A5 

AC 

A8 

A10     A  12 

G4 

G6 

G7       G9     Gil     G14     G18 

Prices   uii    Application 

150 
18.75 
30 
1.24 
1.2 
30 
13.8 
14.9 
3.2 

6% 

1  I-'* 
16 
4% 
7% 
10% 
14 

20% 
23% 
27% 
30% 
33% 

40'  s 

187.5 
23.44 
37.5 
1.24 
1.2 
37.5 
ltf.7 
17.5 
3.S 

6% 
14% 
16 
5% 
9 
12% 
16'i 
20 
23% 
28% 
32% 
36 
40% 
43% 

22B 

28.13 
45 
1.24 
1.2 
45 
19.4 
20.8 
4.3 

6% 
14% 
16 
5% 
10 

18% 
22% 
27% 
32 
36% 
41% 
45% 

SCO 
37.5 
00 
1.24 
1.2 
60 
26.8 
29.0 
6.4 

6% 
14% 

Hi  „ 
7% 
12% 
18% 
24% 
29% 
36 
41% 
47% 
53% 

37r.       450 
46.88   56.25 
75         90 
1.24      1.24 
1.2       1.2 
75         90 
33.3      40.6 
3»1.2      43.9 
8.1        !>.9 

7%        9 
14%      15% 
16%      17 
7%        7% 
13%      13% 
19%      19% 
25%      25% 
32%      32% 

ICO 
20 
30 
1.23 
1.2 
30 
10.9 
13.0 
2.52 

6% 

Itt 

4% 
6% 

12% 
15 
17% 
20% 
23% 

•is-!; 

31% 
34% 

ISO 

30 
45 
1.23 
1.2 

45 
15.1 
16.8 

6% 

16 

'"•i 
8 
11% 
14% 
18% 
21% 
25 
28% 
31% 

41% 

17.".       225       275       350       450 
35         45          55         70         90 
52.5     67.5     82.5    105        135 
1.23      1.23      1.23      1.23      1.23 
1.2       1.2       1.2       1.2       1.2 
52.5     67.5     82.5   1C5       135 
17.4      21.1      27.3     34         44.6 
18.2      23.0     29.6     36.9      47.8 
4.2        4.98     6.10      7.7      10.68 

6%       6%       6%       7%       9% 
1  I  «      14%      14%      14%      15% 
16          16          16%      16%      17 
5%        6           7%        7%        7% 
9         1C%      12%      13%      13% 
12%      14%      18%      19%      19% 
16%      19%      24%      25%      25% 
20         24%      29%      32%      32% 
23%      28%      36         ....      

Average  Discharge  Voltage    (A  type.    8   hours;  G  type,    5   hours)    .... 
(A  type.   5  hours;  G  type,  3%  hours)  .... 
.Normal   Charge  Hate   (A  type.    7   hours;  G  type,    4%    hours)  

Amount  Renewal   Solution   per  Cell    (Ibs  ) 

Over-all   Tray  Dimensions,    in   Inches: 
Width  of  Standard  Tray    

tHeight  over-all    (Filler  cap  closed)    

tHeight  over-all    (Filler  cap  open)    

3-cell  tray 

7-cell  tray    



28%      33%      41%      
32%      37%      47%      ....      .... 
36         42%      53%      .  .... 
4C%      47          

8-cell  tray    

9-cell  tray 

11  -cell  (ray 

43%      

12-cell-trav     

tOver-all  heights  are  given  for  bottomless  trays.     Add  ? 

i    inch 

to  height  and 

%   inch  to  length  for 

trays  with  bottoms. 

F.DISON  STORAGE  BATTERY  CO.,  ORANGE,  N.  J. 


PORTER  LOCOMOTIVES 


The   Porter 
Name-Plate 


The  Porter  name-plate  on  a 
light  Locomotive  has  been  a 
standard  for  over  fifty  years. 
However,  during  the  last  two 
decades  the  H.  K.  Porter  Com 
pany  have  been  adding  to  this 
line,  locomotives  of  heavier  weight  and  greater  power. 
Today  a  large  portion  of  their  output  consists  of  heavy 
machines.  These  heavy  locomotives  are  designed  for 
more  severe  requirements  than  are  usual  in  ordinary 
railroad  service.  They  are  admirably  adapted  to  a  wide 
range  of  service  where  uninterrupted  performance  close 
up  to  maximum  capacity  is  demanded. 


Porter 

Locomotives 

for  Contractors 


The  Porter  Class  B-S,  light, 
four-wheel-connected,  saddle- 
tank  locomotive  is  designed  for 
contractors'  use  and  other  spe 
cial  service.  It  is  the  best  pos 
sible  selection  for  general  con 
tracting  work,  shifting  and  industrial  service,  where 
the  haul  is  not  long  but  where  a  simple  compact  design 
is  needed  for  sharp  curves,  rough  track,  and  hard  work. 


Porter   Contractors    Locomotive 

These  locomotives  are  substantially  built  and  can  be 
depended  upon  for  long  service  with  infrequent  re 
newals.  The  brake  shoes  are  generally  the  only  replace 
ment  items  needed  for  a  long  time.  Locomotives  of  this 
type  can  be  equipped  for  coal,  wood,  or  oil  fuel. 


Porter 

Compressed 

Air  Locomotive 


The  H.  K.  Porter  Company 
also  build  two-stage  compressed 
air  locomotives  of  all  sizes. 
These  locomotives  furnish  a 
safe  and  convenient  motive 
power  for  gaseous  coal  mines 

and  in  other  localities  where  fire,  sparks,  heat,  or  the 
products  of  combustion  are  dangerous.  The  locomotive 
exhausts  nothing  but  pure  air  and  cannot  contaminate 
the  atmosphere,  blacken  the  walls  or  ceiling,  or  soil 
fabrics  or  raw  material  in  cotton,  woolen  or  paper  mills. 


The    Porter    fireless    locomo- 
Porter  tives  are  absolutely  safe  against 

fire  danger  and  free  from  fire 
box,  flue,  stay  bolt  and  water 
supply  troubles.  They  are  the 
cheapest,  safe  locomotive  power 
for  lumber  mills  and  yards,  creosoting  plants,  cotton 
and  textile  mills,  sugar  plantations  and  powder  mills 


Porter 

Firelesa 

Locomotives 


These  locomotives  are  designed  and  built  for  all  prac 
ticable  gauges  of  track  and  to  conform  to  reasonable 
limitations  of  height  and  width. 

Details  may  be  modified  to  suit  the  working  condi 
tions  of  any  particular  plant  or  job.  The  fireless  loco 
motive  is  built  in  several  different  sizes,  but  the 
company  is  prepared  to  build  larger  or  smaller  sizes, 
locomotives  with  higher  and  lower  initial  pressures, 
as  well  as  locomotives  with  six  wheels  if  they  are 
desired. 

The  Porter  fireless  stored-steam  locomotives  are 
similar  in  construction  to  the  other  Porter  steam  loco- 


Porter  Fireless  Locomotive 

motives.  A  large  tank  well  insulated  takes  the  place  of 
a  boiler  and  is  charged  from  a  stationary  boiler.  When 
about  four-fifths  full  of  hot  water,  the  steam  pressure 
in  the  locomotive  tank  is  equalized  with  the  steam 
pressure  of  the  stationary  boiler  at  160  to  180.  Until 
the  tank  pressure  is  reduced  so  that  the  cylinder  pres 
sure  falls  below  60  pounds  the  locomotive  will  develop 
its  full  tractive  force.  The  locomotive  tank  is  charged 
in  approximately  10  to  20  minutes  and  runs  from  one 
to  four  hours  with  one  charge.  The  cylinders  are  placed 
at  the  rear  to  secure  a  perfect  balance  of  weight. 


The  Porter 
Stock 
System 


All  Porter  locomotives  are 
built  to  a  duplicate  system  and 
corresponding  parts  of  all  loco 
motives  of  the  same  size  and 
class  are  interchangeable.  Fur 
thermore,  the  company  keeps  on 
hand — independent  of  material  required  for  locomotives 
under  construction — a  complete  stock  of  duplicate  parts 
for  all  of  the  standard  sizes  and  designs.  These  are 
ready  to  ship  on  receipt  of  the  customers'  orders. 

This  Porter  duplicate  system  is  an  efficient  insurance 
to  every  owner  of  a  Porter  locomotive  against  the  loss 
of  time  or  money  in  case  of  wreck  or  wear  that  may 
easily  be  worth  hundreds  of  dollars  a  day.  It  enables 
the  company  to  deliver  repair  parts  to  distant  customers 
not  only  quicker  ihan  the  parts  could  be  made  at  the 
customer's  door,  but  at  less  cost,  of  correct  fit,  and  of 
standard  quality. 

Besides  the  spare  parts  in  stock  the  company  carries 
a  stock  of  fully  completed  locomotives  of  the  latest  de 
sign  for  both  thirty-six  and  for  fifty-six  and  one-half 
inch  gauges  ready  for  shipment  as  soon  as  the  couplings 
can  be  adjusted  to  the  required  height  and  the  cab  and 
tank  lettered  to  instructions. 


H.   K.   PORTER  COMPANY 

PITTSBURGH.  U.  S.  A. 

720 


INDUSTRIAL  CARS  AND  EQUIPMENT 


Koppel   Quarry   Car. 


Koppel  Square  Box  Dump. 


Koppel   Contractors'  Car 


Koppel 

Industrial 

Cars 


The  Koppel  Industrial  Car  & 
Koppel  Equipment  Co.  are  builders  of 

'._    all  types  of  cars  for  coal,  clay 
f    and  metal  mines;  all  steel,  com- 

?, , , .„.!    posite    or    wood;    all    capacities 

and  gauges.     Their  scoop  car  is 

especially  adapted  to  industrial  plants  used  for  han 
dling  ashes,  coal,  sweepings,  etc.,  and  to  contractor's 
use  for  concrete,  dirt,  sand,  etc.  Can  be  dumped  on 
four  sides.  Capacities  12,  18  and  27  cu.  ft.,  gauge  18" 
and  36". 

The  Koppel  double-side  dump  cradle  cars,  so  ap 
plicable  to  road  building  general  contract  work,  coal 
and  ash  handling,  etc.,  are  made  in  capacities  of  18, 
27  and  36  cu.  ft.  with  18"  and  30"  gauge. 


Rails  and 

\rrr--cirir- 


The  Koppel  Industrial  Car 
&  Equipment  Co.  manufactures 
switch  points  and  frogs  for  any 
weights  of  rails  and  for  any 

i ,„ ,„„ „„,     gauge  of  track.     Complete  track 

layouts  consisting  of  rails  and 

switches  mounted  in  units  on  steel  ties  can  be  supplied 

for  industrial  plants  and  contractors'  use. 

In  addition  they  manufacture  wheels,  axles,  journal 

boxes,  spring  bearings,  couplers,  stake  pockets,  etc. 


Koppel  Steam  Locomotive. 


Koppel  Steam 
Locomotives 


Industrial  Switch  Points  and  Frogs. 

A  similar  car  is  the  double-side  dump,  Koppel 
Rocker  Cur,  designed  for  quarry  service.  It  is  low; 
therefore  it  can  be  loaded  by  hand.  However,  it  is 
strong  enough  for  steam  shovel  loading.  Made 'in  all 
capacities  up  to  5  yards  and  gauge  up  to  standard. 

Koppel  flat  cars  are  made  in  single  or  double  truck, 
all  capacities  and  gauges.  For  steel  or  forge  plants  cars 
with  steel  cover  plates  or  rails  on  top  can  be  supplied. 

Koppel    patented    rocker    supports    and    steel    bodv 
frames    are    embodied    in    their    square    box 
dump    contractors'    car.       This    is    a    most  .^jjtMjjjj 
rugged  and  economical  car,  made  in  4,  6,  16 
and  20  yards  capacity. 


Koppel  steam  locomotives  are 
made  either  standard  or  nar 
row  gauge  in  various  types. 
They  are  free  from  derail 
ment  troubles  on  account  of  their 
underslung  water  tanks,  thus 

giving  low  center  of  gravity — all  parts  accessible  for 
adjustment.  Any  construction  features  can  be  modified 
to  suit  special  requirements. 

Their  Electromobile  industrial  truck,  tractors  and 
trailers  may  be  equipped  with  a  variety  of  Koppel 
bodies.  Bulletins  on  any  type  of  car  or  a  general 
catalogue  covering  the  entire  line  will  be  sent  on 
request. 


SALES    OFFICES: 

oO   Church   St.,    Xew   York   City. 

Peoples    Gas    Bid)?..    Chicago,    111. 

Farmers    Bank    Bldg.,    Pittsburgh,    Pa 

1420  Chestnut  St..   Philadelphia.   Pa. 

Book    Building,    Detroit,    Mich. 

Ivdw.   R.    Baccn   Co.,   51   Minna  St.,   San    Francisco.   Cal. 


KOPPEL 


Koppel  Mine    Car 


Koppel  Flat  Car. 


Koppel  Scoop  Car. 


KOPPEL  INDUSTRIAL  CAR  &  EQUIPMENT  CO. 

KOPPEL.    PENNA. 
721 


EASTON  INDUSTRIAL  RAILWAYS 


Facilities  and 
Service 

i , „ , 


Cars    (for  every   in- 

Products,  dustrial     purpose). 

Rails  and  Portable 
Track.  Switches,  Per 
manent  and  Portable. 
Wheels  and  Axles. 
Turntables.  Crossings. 

This  space  permits  of  only  a  bare  summary  c 
the  wide  and  complete  variety  of  Easton  indus 
trial  railway  equipment.     Full  specifications  and 
additional  and  larger  illustrations  will  gladly  be 
sent  to  supplement  these  small  cuts. 

This  company  designs  and  builds  narrow-gage  rail 
ways  complete,  for  all  industrial  purposes:  contracting 
operations,  factories,  yards,  warehouses,  plantations, 
docks,  power  plants,  quarries,  etc.  It  furnishes  every 
thing  required  for  a  complete  installation,  either  to  it 
own  or  to  customer's  drawings  and  specifications:  cars, 
rails  and  accessories,  locomotives,  switches,  frogs, 
turntables,  etc. 


Fig.  255. 


STANDARD  ROCKER  DUMP  CAR 

0 

<j 

0) 

a 

S 

DO 

0 

0 

g 
g 

0 
o 

o 
rt 

Code  \S  iinl 

a 

at 

5 

a 

a 
: 

a 

"o 

g 

& 

£ 

X! 

PS 

— 

5 

3 

K 

5 

5 

5 

C! 

W 

Cap.   Cu.   Fl._  18 

27 

27 

li:         40 

40 

54        54 

Track   Gage  

24" 

24" 

30" 

24"       30" 

36" 

30"       36" 

Overall  Diinrn.— 

Height  

;7'.."    S'lC"    ::  11"  I'liVi"    4'7"      4'S" 

4  1C"    411* 

Width    .'ill"   47)" 

45"      5'4"      51"      5'4"      5'10"    010" 

Length    

6'8"      7'3" 

7'3" 

8'          8'          S'        8'8"      8'8" 

Body  Diinen.— 
Length,    insidi' 

4  '2" 

49" 

4'9"      5'5" 

5'5" 

5'5" 

& 

6' 

Width,    insi.l  •___ 

3'h" 

42" 

4  '2" 

5' 

5' 

5' 

£/li" 

5'6" 

Wheels            

12"       12" 

12" 

14" 

14" 

14" 

14" 

14" 

2"         2"         2" 

2" 

2" 

2" 

214"     21/i" 

Wheel  Base             .     2'        2'        2'       2'6"     2'6"     2'0" 

2  6"     2'6" 

Plates- 

Side                --           H"      %" 

H"      H"      Vi,"      V 

.,"       A'' 

End                             J/s"      %" 

Vt"      Vi" 

Weight,  pounds...     9CO     1COO 

1C75     1425     117.'.     1525 

1750     1790 

Table  gives  the  rated  capacity  figured  with  heaped  load. 

Fiji.  1005. 


STANDARD 

SCOOP 

CAR 

| 

Body 

•o 

BD 

09 

| 

O 

„ 

rt 

S« 

W 

£ 

"o! 

J 

Code  Word 

i 

M 

H 

- 

?," 

g  §• 

i 

M 

SB 

y 

2 

B 

3 

* 

Ko 

K 

'l 

Sporcheyza    18 
Sporisori      18 

18" 
24" 

I'll" 

2'0" 
2'0" 

:!'(>" 

3'5" 
3'5" 

2,'4%" 

20"    1%"    10" 
20"     1%"     10" 

MO 
550 

Sporobole.     18 
Spora         IS 

30"   4'11" 
36"   4'11" 

2'0" 
2'fl" 

2'0" 

2'0" 

3'7" 
3'7" 

2'6"      '  2C" 
2'6"        2C" 

1%"     10" 
1V2"     10" 

.370 

Sporoearp 
Sporatorne 
Sportfully 
Sport 

27 
27 

27 

18"   4'11" 
24"    I'll' 
30"   4'11" 
36"  ,4'11" 

S'O" 

yv 

S'O" 
3'C" 

2'C"   3'6" 
2'0"   3'6" 
2'0"   3'8" 
2'0",  3-8" 

*Wm 

2'  7" 

2'7%" 

20" 
20" 
20" 
20" 

1%"     12" 
IV     12" 
1%"     12" 
1%"  :  12" 

;oo 

710 
,30 

ao 

Frame  Channel- 

6" 

II   Plates    %" 

Table  gives  the  rated  capacity 

figured  with  heaped  load. 

Fig.    73.      Coal    Charging    Car. 


STANDARD  COAL  CHARGING  CAR 

%ton 

24" 
Treckfuss 
4'6" 
3'  4" 
1'6" 

vv 
1'tf 

w 

12" 
750  Ibs. 

1  ton 
24" 
Treckung 
5'    0" 
3'  10" 
2'    0" 
3'    8" 
1'    8" 
%" 
14" 
ICCOlbS. 

1%  ton 
24" 
Treckler 
6'C" 
4'0" 
2'  6" 
4'  5" 
1'8" 
%" 
14" 
13CO  Ibs. 

Code   Word   ._  — 
liody   length   inside  
Body  width  inside  
Body  depth  inside  

Plates                                     

Wheels 

Weight                      

Fig.  94.     C.  I.  Turntable. 


STANDARD    PLATFORM 

CAR 

Code  Word 

Code  Word 

Platfm. 
Dimen. 

Height 

Wheels 

Axles 

Frame 
Channel 

*3  o 

O  K 

—   — 

i4  0) 

0  fco 

U  i 

Capacity 
in  Tons 

P 

Revolvedo 
Revolving 
Revolutioi 
Revotaba 
Revuelto 
Revue 
Revulsarui 

a 

£ 
- 

'- 

Stobrorum 
Stachetto 
Btockbllnd 

Saber 
Sable 
Saccharine 

4'0"  3'C"  15"  12" 
5'0"  3'4"  15"  12" 
6'0"  4'0"  15"  12" 
6'0"  4'0"  18"  14" 
8'0"  4'0"  19"  11'," 
12'0"  S'O"  22"  16' 

;v 

L%' 
2* 

:;; 

5" 
5" 
5" 
6" 

(i" 

20" 
24" 
24" 
30" 
42" 

20"      1 
24"      1 
24"      1 

24»      l 
4'8%"    1 

£"  '  2-3 
&"     2-3 
Si"     2-3 
?4"       5 
54"       5 
51"       6 

500 
550 
640 
826 
1,200 
S.COO 

Turntablr 
Other    gagi-> 
additional  c 

STANDARD    CAST-IRON    BALL-BEARING    TURNTABLE 
WITH  AUTOMATIC   LOCKING  DEVICE 

Code  Word 

Diameter 
of  Top 

44  01 

0  V 

G  « 
•-  c. 
frnto 

Capacity 
Tons 

Standard 
Gage 

Weight 
Pounds 

Revolvedor 
Revolving 
Revolution 
Revotaba 
Revuelto 
Revue 
Revulsarum 

40" 
44" 
48" 
62" 
60" 
72" 
84" 

41V 
45V4" 
491,4" 
53'A" 
61%" 
73%" 
86%" 

3 

4 
4 
6 
6 
7 
8 

20" 
24" 
24" 
24" 
24" 
24" 
24" 

700 
800 
1,150 
1,275 
1,675 
2,  SCO 
3.4CO 

Turntables  44 
Other    gages    t 
additional  cost 

"  to  84"  will  also  fit  24%"  outside  track  gage, 
inn    standard    can    be   furnished    at   a    slight 

EASTON  CAR  AND  CONSTRUCTION  CO. 


40    DEY    STREET,    NEW    YORK 


WORKS,    EASTON.    PA. 


722 


EASTON  INDUSTRIAL  RAILWAYS 


Fig.  974.    Rocker  Dump  Car. 

Special  for  locomotive  trac 
tion.  These  large  cars  are 
made  in  any  capacity  or  de 
sign,  for  any  track  gage 
either  with  or  without  brakes 
and  automatic  couplers 


Fig.  433.   Gable  Bottom  Car. 
Fig.  3847.  Gable  Bottom  Car.       We  build  all  types  in  stand- 


With  special  reinforcements  and 

heavily     braced     doors — for 

quarry   service. 


ard  and  special  designs  with 
and  without  brakes,  the 
smaller  sizes  being  4- wheel 
construction  and  the  larger 
sizes  double  truck,  or  8- wheel 
construction. 


Fig.    276.     Standard     Cradle 
Dump    Car   with    Brake. 

Also  built  to  dump  end-wise  or 
all  around.     Standards  in  stock. 


Fig.  269.   Ail-Steel  Skip  Car. 


Huilt  in  various  designs  and  to 
meet     special     requirements. 


Fig.    494.     Locomotive. 

(lasoline      and      Oil-burning 
steam.    3-12  ton,  any  gage. 


Fig.  283.   Creosoting  Car. 

One   of   the    many    types   we 
build. 


Fig.    4281.     Heavy    Rocker 
Dump   Car. 

Designed   for  extra-heavy  serv 
ice    in    mine  and   quarry    work. 


Fig     1533.     Special     Double 
Truck   Platform    Car. 

Built  to  meet  any  specific  re 
quirements,  in  any  desired  size. 
Both  with  and  without  brakes. 


Fig.  147.  Sugar  Cane  Car. 

All  steel  with  end  racks. 
We  build  a  complete  line  of 
steel  sugar  cane  cars  to  meet 
any  requirement  <-r  specifica 
tion. 


Fig.   403.     Rotary    Dump 
Car. 

Designed  for  mine  work,  in 
tunnels  and  other  services 
where  small  over-all  dimen 
sions  arc  an  important  feature. 


Fig.    1886.     End     Dis 
charge  Car. 

Special  design  with  chute 
and  sliding  gate.  Other 
End  Discharge  Cars  are 
shown  in  Bulletin  No.  7. 


Fig.  2236.    Charging  Box 
Car. 

We  build  all  types  of  Charg 
ing  Box  Cars  in  standard 
and  special  designs. 


Fig.  1184.   Easton  Anneal 
ing  Furnace  Car. 

Widely  used  in  steel  mills, 
foundries,  automobile  and 
other  factories  where  an 
nealing  and  heat-treating  of 
castings,  chains,  forgings, 
etc.,  is  a  part  of  the  manu 
facturing  process. 


Fig.   264.    Pig   Iron   Car. 

This  type  of  car  can  be  fur 
nished  either  with   or   with 
out  sides  or  ends,  with  ends 
and  sides  removable. 


Fig.    4415-B     Easton    Super- 
Service    Road    Cars. 

Carries  three  32  cu.  ft.  steel 
batch  boxes.  Big  saving  in  first 
cost  by  cutting  down  number 
of  cars  required  by  one-third. 
Two  three-box  cars  do  the  work 
of  three  two-box  cars. 


Fig.   77.    Portable   Track    on 


Fig.  284.    Transfer  Cars. 


Steel   Ties.  p:E     ior       r     ,    T  p,  .  Fig.  2665.    Turntable.  Built   in   ?  number  of  designs, 

Any   gaRe   and   weisht   ot  rail.  "    S.ilch  and  Track.  '     ^^-^    -<<  a£     ^ZS^SSS^ 

T?«-  i,^:i«_  .  „!„„.  yiuse    TO    tne    ground. 


For  boiler  rooms,  power  plants, 
etc. 


Fig.    80.     Portable    Switches 

With  or  Without  Steel  Ties.     Qf  ^35.    Crossing    ^ 

weight    of   rail. 


p.g    ^ 

Of  any  design   for  all  gages.  Wheels   on   Square   Axles. 


EASTON  CAR  AND  CONSTRUCTION  CO. 

40    DEY    STREET,    NEW    YORK  WORKS,    EASTON,    PA. 

721 


LAKEWOOD  BURTON  LOCOMOTIVE 


The  Lakewood 

Burton 
Locomotive 


The  Lakewood  Burton  Loco 
motive  is  one  of  the  most  satis 
factory  motive  powers  for  nar- 
Lxjcomouve  row  8auge  railway  haulage.  It 

has  a  use  in  every  industry,  in 
highway  and  general  building 

construction,  quarries,  plantations,  logging,  brick  and 
clay  plants,  sand  and  gravel  pits,  and  industrial  plants 
of  every  description. 

Wherever  the  transfer  of  materials  from  depart 
ment  to  department,  or  from  one  shop  to  another,  is  a 
constant  requirement,  narrow  gauge  railways  have 
proven  economical  and  efficient. 

Wherever  narrow  gauge  railways  may  be  installed 
the  ideal  motive  power  is  the  light-weight  locomotive 
using  gasoline  or  kerosene  for  fuel.  These  little  ma 
chines  are  also  used  for  switching  standard  freight 
cars  with  great  convenience  at  low  cost. 

The  Lakewood  Burton  Locomotive  has  been  devel 
oped  to  its  present  perfection  through  many  years  of 
active  service  in  these  various  fields  of  usefulness.  It 
combines  simplicity  of  construction,  flexibility  of  opera 
tion,  and  economical  performance. 

Briefly,  it  consists  of  a  power  plant  mounted  on  a 
rigid  cast  frame,  carried  on  four  flanged  wheels  set  to 
a  short  wheelbase  so  that  sharp  curves  may  be  easily 
negotiated. 

Power  is  transmitted  from  the  engine  to  the  track 
wheels  by  means  of  a  friction  disc  and  roller  chains, 
eliminating  all  spur  and  beveled  gears,  friction  clutches, 
and  other  complicated  parts. 

This  system  of  transmission  enables  the  Lakewood 
Burton  Locomotive  to  operate  with  load  in  either  direc 
tion  at  equal  speeds  and  with  equal  efficiency.  Oper 
ating  speeds  range  from  2J/£  to  10  miles  per  hour. 


Magneto  ignition,  radiator  cooling  system,  fuel  tanks 
with  ample  capacity  for  a  full  day's  run,  sand  box,  link 
and  pin  couplers  adjustable  to  suit  various  heights  of 
cars,  are  other  features. 

Brakes  are  applied  to  all  four  wheels,  controlled  by 
a  lever  at  the  operator's  hand,  and  have  sufficient  power 
to  lock  all  wheels  instantly  in  case  of  emergency. 


Lakewood  Burton  Locomotive 

A  winding  drum  to  carry  steel  cable  is  furnished 
when  desired,  for  the  purpose  of  snubbing  cars,  or  for 
assisting  in  hauling  up  heavy  inclines. 

The  low  center  of  gravity  of  the  machine  makes  it 
smooth  running,,  even  on  rough  track,  and  reduces  to 
a  minimum  the  possibility  of  derailment. 

Furnished  in  two  sizes,  3*/2  and  6  tons,  and  in 
gauges  of  18,  24,  30,  36,  42  and  56^  in. 


SPECIFICATIONS 


Size    

Size   of   Motor.- 

Horse  Power   

Ignition    

Fuel    

Starting   and    Lighting 

Electrical    Equipment,    extra- 


Wheels 
Axles    . 


Drive 


Friction  Disc  . 
Spur   Friction 


Drive  Chains  

Wheel  Base  

Draw  Bar  Pull  at  5  Miles  per  hour- 
Track   Gauge  

Length    

Height   

Width    ._. 

Weight    - 

Brakes    .  

Can    ._.     


Gasoline  Capacity   

Gasoline  Consumption 


3%  Ton 

4  Cyl.,  3%  x  5 

23  at  1000  R.P.M. 

Bosch  High  Tension  Magneto 

Gasoline 

Two  Unit  single  wire  system 
Adjustable  search  lights,  front  and  rear, 

Klaxon  Horn 

Steel,  pressed  and  keyed  on  axles;  18"  diain. 

314"  diam.    high   carbon   steel,    carried   on 

Hyatt  Bearings,    supported   by   Spring 

Pedestals 

Friction  disc  drive  by  chains  to  jack  shaft 
and  from  jack  shaft  by  chains  to 

both  axles 

Cast  Iron,  23"  diam. 

Tarred  Fibre,  22"  diam.   Shaft  carried  on 

Hyatt  Heavy  Duty  Hearings 
Steel  Roller,  %"  Roller,  1V2"  Pitch 

39" 

1400  Ibs. 
Optional,  18  to  56V2" 

10'  5" 

Regular  with  cab  6'  2",  without  cab  4'  9" 
24-  Gauge.  49" 

7CCO  Ibs. 

On  all  four  wheels 

Metal   with  side  curtains.     Extra  for  all- 
metal  hood 
20  Gallons 
Average  conditions,   5  gal.   in  10  hours 


6  Ton 

4  Cyl.,  4V4  x  6 

46  at  10CO  R.P.M. 

Bosch  High  Tension  Magneto 

Gasoline 

Two  Unit  single  wire  system 
Adjustable  search  lights,  front  and  rear, 

Klaxon  Horn 

Steel,  pressed  and  keyed  on  axles;  18"  diam. 

3V4"  diam.  high  carbon  steel,  heat  treated, 

carried  on  Hyatt  Bearings,  supported 

by  Spring  Pedestals 

Friction  disc  drive  by  chains  to  jack  shaft 
and  from  jack  shaft  by  chains  to 

both  axles 
Cast  Iron,  30"  diam. 

Tarred    Fibre,    28V£"    diam.    Shaft   carried 

on  Hyatt  Heavy  Duty  Bearings 

Steel  Roller,  1"  Roller,  1%"  Pitch 

48V4« 

2400  Ibs. 

Optional,  18  to  56y2" 

12'  5" 

Regular  6'  3V4",   Special  Construction  5'  3* 
24"  Gauge,  55Vi" 

120CO  Ibs. 

On  all  four  wheels 

Metal  with,  side  curtains.     Extra  for  all- 
metal  hood 
20  Gallons 
Average  conditions,  9  gal.  in  10  hours 


Overall  Dimensions: 


18"  and  24"  Gnngc1 
30"  Gauge 

36"  and   12"  Gauge. 
V  SV,"  Gauge 


Width   I      Length 


Height 


4'  0" 
4'  6" 
5'  6" 
5'  2% 


10'  5" 
W  5" 
W  5" 
W  5" 


6'  2" 
6'  2" 
6'  2" 
6'  2" 


6-Ton 


Width 


Length 


Height 


4'  7" 

4'  7" 

5'  7" 

5'  2% 


12'  5%" 

12'  5V4" 

12'  5M>" 

12'  5<4" 


6'  314" 
6'  3%" 
6'  3V," 


LAKEWOOD  ENGINEERING  CO.,  CLEVELAND,  U.  S.  A. 


For  District  Offices  See  Opposite  Page. 

724 


LAKEWOOD    CARS— TURNTABLES— TRACKS 


Designed   for  handling  loose 
material,  such  as  coal  and  slag. 
Built  in  capacities   1,   1^/2  and 
11  u.  ^-*A  2  yards.    Body  and  frame  rigid 

steel     construction,     cast     steel 
draw  head,  link  and  pin  type. 

For  locomotive   haulage,    spring   bumpers   and    spring 
pedestals  are  furnished.     Gauges  24",  .30"  and  36". 


Flanged  Wheel 
V-Dump  Car 

No.  241 


Made    of    best    quality    cast 
iron,  with  top  grooved  for  flange 
wheels  or  plain  checkered  sur- 
j.  ii  i  M i  MM i-  face-    Table  revolves  on  a  ser 

pentine    circular    track,     filled 
with  2-in.  or  larger  balls.  Turns 

easily  with   heavy  load.    Built   for   all   track  gauges. 
Diameter  3^,  4/5,  6  and  8  feet. 


Lakewood 
Standard 
Turntable 


Radial  Gate 
Hopper  Car 

No.  232 


Designed  to  handle  concrete, 
but  may  be  used  to  haul  coal, 
sand  or  other  loose  material. 
Body  constructed  of  l/g,  in.  plate. 
Gate  opening  14"xl4" — oper 
ated  with  a  lever.  Wheels 


Narrow  gauge  track  for  tem 
porary  or  permanent  installa 
tion.  Used  by  Allied  armies 
during  entire  war.  Pressed 
Steel  Ties  flanged  all  around, 
with  center  corrugation  run 
ning  the  length  of  the  tie  and  riveted  to  rails  to  secure 


Lakewood 
Track  and 
Joint  Tie 


ULCU         Wllll         it         1CVC 

chilled  iron.     Car  capacity  24  or  32  cu.  ft. 


rigid  section.  Joint  tie  locks  sections  securely  and  takes 
the  place  of  four  fish  plates,  eight  bolts  and  nuts. 
Nothing  to  come  loose.  May  be  taken  up  repeatedly. 


Platform  Car 

No.  271 


Designed  for  factory  or  yard 
work.  Furnished  with  wood  or 
steel  top.  Platform  any  size  de 
sired.  Hyatt  Roller  bearings  on 
all  wheels.  Built  for  locomotive 
or  hand  haulage. 


Atlanta.   Ga 90'/2    Forsyth   St. 

Baltimore,    Md 507    American    Bldg. 

Boston,   Mass 453   Washington   St. 

Buffalo,  N.  Y 256   Main   St. 

Chicago,   111 1215  Lumber  Ex.   Bldg. 


LAKEWOOD  DISTRICT  OFFICES 

Cleveland,    0 305    Racine    Bldg. 

Dallas,   Texas 711    Sumpter    Bldg. 

DCS    Moines.    Iowa 202    Hubbell   Bldg 

Detroit,  Mich... 1401  David  Whitney  Bldg. 
Kansas  City,  Mo..  Railway  Exchange  Bldg. 
Minneapolis,  Minn.... 529  Second  Ave.,  S. 


New  York,  N.  Y 141   Centre  St. 

Philadelphia,  Pa 1034  Widener  Bldg. 

Pittsburgh,  Fa Union   Arcade 

Richmond,  Va Times-Dispatch  Bldg. 

San  Francisco,  Cal 473  Rialto  Bldg. 


THE  LAKEWOOD  ENGINEERING  CO.,  CLEVELAND,  U.  S.  A. 


For  District  Offices  See  Above. 

725 


LAKEWOOD    TIER    LIFT    TRUCK 


Lakewood 
Models 


More  than  three  years  ago 
Lakewood  sensed  the  need  for 
an  industrial  truck  that  would 
pick  up,  transport  and  elevate 
by  electric  power  loads  of 
4,000  pounds  to  heights  suffi 
cient  for  piling.  After  months  of  experimenting  and 
testing,  the  Lakewood  Tier-Lift  Truck  was  developed 
to  its  present  degree  of  mechanical  perfection  and 
added  to  the  Lakewood 
line  of  Industrial  Trans 
portation  equipment. 

The  merit  of  this 
truck  has  been  proven  in 
such  diversified  indus 
tries  as  steel  mills,  cot 
ton  mills,  print  shops, 
automotive  shops,  chem 
ical  plants,  foundries, 
warehouses,  etc. 

The  first  three  models 
comprised  machines 
with  tiering  heights  of 
42,  60  and  76  in.,  which 
pick  up,  transport  and 
elevate  a  load  of  4,000 
Ibs.  Since  then,  how 
ever,  two  new  types  have 

been  added — a  96  in.  Tier-Lift  Truck  and  the  Model 
703-A,  capable  of  handling  2,000  Ibs.  but  having  a 
lifting  speed  twice  as  great.  This  latter  type  is  fur 
nished  in  the  four  standard  tiering  heights,  42,  60, 
76  and  96  inches. 


Big  Saving 
Possible 


What   It 
Will  Do 


The  Tier-Lift  Truck  will  tier 
goods  in  the  warehouse.  Pile 
loaded  platforms,  one  on  top  of 
another,  practically  converting 
ceilings  into  floor  space.  Load 
and  unload  trucks  from  the 

ground  level.  Place  heavy  dies  on  machines  in  forge 
shops.  Handle  pots  at  annealing  or  normalizing  ovens. 
Transport  material  up  steep  grades.  These  and  other 
operations  it  will  do  day  in  and  day  out.  The  Tier- 
Lift  Truck  does  that  back-breaking  lifting  and  trans 
porting  which  labor  shuns  and  avoids. 

The  possible  saving  in  time,  men  and  floor  space 
resulting  from  the  installation  of  a  Tier-Lift  Truck  is 
quite  astonishing.  Many  instances  can  be  cited  where 
the  original  cost  of  the  Tier-Lift  Truck  has  been  saved 
in  a  few  months. 


At  the  plant  of  the  Carpenter 
I   Steel  Company  the  installation 
of  a  Tier-Lift  Truck  in  their 
shipping  department  resulted  in 
the  reduction  of  their  crew  by 
seven  men  and  a  resultant  sav 
ing  of  $2.77  per  ton  of  product  shipped. 

Even  more  startling  are  the  figures  compiled  follow 
ing  the  installation  of  a  Tier-Lift  Truck  at  the  Ireland 

&  Mathews  Stamping 
Plant  in  Detroit;  with 
proper  die  racks  the 
Tier-Lift  Truck  will 
pick  up,  deliver  and 
place  any  die  weighing 
up  to  4,000  Ibs.  in  ten 
minutes.  Allowing  for 
production  time  lost  by 
men  and  machine,  this 
operation  will  cost  by 
Tier-Lift  method  ap 
proximately  $5.00  in 
stead  of  $112.00  as  un 
der  the  hand  labor 
method. 

The   Tier-Lift   Truck 
at      the      Ireland      and 
Mathews    plant    is    also 
used  to  store  work  boxes  and  forged  parts. 

With  properly  designed  racks  having  a  clearance 
sufficient  for  Tier-Lift  platform,  material  may  be  re 
moved  from  any  part  of  the  rack.  This  makes  possible 
selective  tiering.  Tiering  racks  are  designed  to  meet 
individual  requirements. 

The  table  covering  the  cost  of  handling  tobacco 
hogsheads  is  typical  of  savings  made  in  many  indus 
tries  by  the  Tier-Lift  Truck. 


HAXDLIXG    TOBACCO    IIOGSIIKADS 

By  I 

By 

land  Tier-Lift 

.Men    required 

8 

4 
135 
180 
80           $12.60 
337             0.094 

Tons  handled  in  iJ 
Length  of  haul  in 
Lahor  cost  for  9  h 
Cost  per  ton 

lir.   dav  _.                              77 

feet  180 

ours  .           _    _    _               $25 

0 

HANOI 

.INT!   COl'TOX   SKKD  MEAL 

-Men    required  

(i 

3 
9 
180 
90             $9.80 
58               0.15 

IJatfs  per  trip  

ti 

Length  of  haul  in 
Labor   cost           .  _. 

feet                                                180 

$18 

Cost  per  ton  __. 

._   .     .     0 

THE  LAKEWOOD  ENGINEERING  CO.,  CLEVELAND,  U.  S.  A 


For  District  Offices  See  Page  725. 

726 


LAKEWOOD    TIER    LIFT    TRUCK 


Tier  Lift  Truck  saves  $2.77  per  ton  of  product  shipped  at 
Carpenter  Steel  Co. 


Tier   Lift   Truck   picks  up    1,000   Ib.  dies, 
delivers  and  places   in   10  minutes. 


Specifications 


Height  of  platform  raised  with 
4,000-load. 

Model     703     or     7  0.5- A— 
42   in.  . .  .42"  maximum 
Model     703     or     703-A— 
60  in.  . .  .60"  maximum 

Model  703  or  703-A — 76  in 76"  maximum 

Model  703  or  703-A — 96  in 96"  maximum 

Platform  height  lowered,  11"  from  floor 
Platform — steel  plate  checkered. 

Platform  length 39  or  54" 

Platform  width 26" 

Four  wheel  steer  controlled  by  horizontal  lever  oper 
ating  vertically. 

Two  wheel  drive,  Lakewood  high  efficiency  worm 
and  gear. 

Wheelbase    62" 

Wheel  tread,  operating  end 27" 

Wheel  tread,  load  end 1 9l/2" 

Turning  radius: 

Extreme   outside   corner 92" 

Extreme  inside  corner 42" 

Outer  wheels 78" 

Tires — solid  rubber: 

Operating  end 20"  x  3^1" 

Platform  end 10"  x  4" 

Length  overall:   (with  54"  Platform) 

Steering  handle  in  operating  position 121 J^" 

Step  and  steering  handle  folded 109" 


Width    overall 36" 

Overall  height,  Model  703  or  703-A— 42" 
Overall  height,  Model  703  or  703-A— 60" 

Overall  height,  Model  703  or  703-A— 76" 96 }4" 

Overall  height,  Model  703  or  703-A— 96" H6J4" 

Clearance  under  truck  with  4,000-lb.  load 2^" 

Motors:  Main  drive,  24  volt,  65  amperes,  series-wound 
high  efficiency  motor  entirely  enclosed  and  dust  proof. 
Tier-Lift  Motor:  Independent  unit,  24  volt,  40 
amperes  with  ample  overload  capacity. 

Controller : 

Drive  Operating  Controller:  Steel  drum  type  with 
positive  neutral  stop,  adjustable  renewable  con 
tact  fingers. 

Tier-Lift  Controller:    Special  design,  renewable  con 
tact  fingers. 
Safety  Switch:    Part  of  the  controller. 

Sliding  contact  rotary  switch  which  reduces  arcing 

to  a  minimum. 

Brake:    Contracting  brake  band  on  drive  shaft. 
Bearings:  High  grade  Gurney  ball  bearings  throughout. 
Speed :    Three  speeds  forward  and  three  speeds  reverse. 

Without  load  3  to  6J/2  mi.  per  hr. 

With  load  2l/2  to  5  mi.  per  hr. 

Weight  without  battery  2400-2600  Ibs. 

Weight  with  batten-  2844-3290  Ibs. 


42"  Lift 


60"  Lift 


76"  Lift 


96"  Lift 


THE  LAKEWOOD  ENGINEERING  CO.,  CLEVELAND,  U.  S.  A. 


For  District  Offices  See  Page  725. 
727 


LAKEWOOD    STORAGE    BATTERY    TRACTOR 


Four-Wheel 

Drive  and 

Steer   Tractor 


Patterned  after  the  electric  lo 
comotive,  the  Lakewood  tractor 
has  no  front  cr  rear.  Each  end 
has  heavy  bumper  and  coupling 
and  will  pull  or  push  in  either 
direction  with  equal  power  and 

speed.    It  turns  on  a  radius  of  61  in.,  making  possible 

rapid  operation  in  congested  places. 

The  double  end   control  feature  eliminates   turning 

around,  enabling  the  operator  to  run  straight  into  a 


coupling  and  pull  out  by  simply  reversing  his  driving 
position.  No  backing  out  required. 

The  Four-Wheel  Drive  and  Steer  features  of  the 
Lakewood  Truck  and  Tractor  give  maximum  driving 
power  for  hauling  heavy  loads  up  grades  or  over  slip- 
pen-  floors,  straight  ahead  or  on  sharp  turns.  Operation 
is  surprisingly  easy  in  crowded  places. 

Drive  is  through  enclosed  high  efficiency  worm  and 
patented  bevel  gear.  All  driving  mechanism  totally 
enclosed  and  tunning  in  oil  or  grease. 

Lakewood  Tractors  will  eas- 
1    ily  handle  an  8  to  10-ton  trail- 
Performance       I    ing    load    at    approximately    4 
I    miles  per  hour.    This  normally 

I    requires  a  drawbar  pull  of  400 

to  500  Ibs.   when  operating  on 

level  runways.  The  tractor  is  capable,  however,  of 
exerting  a  drawbar  pull  of  five  or  six  times  this  normal 
rating,  should  the  emergency  demand.  The  speed  of 
the  tractor  without  load  is  7  to  8  miles  p?r  hour. 


rigidly 


n. 


A  brake  and  safety  switch  is  combined  in  one  pedal, 
which,  when  pushed  over  in  either  direction  releases 
the  brake  and  closes  the  electric  circuit  to  the  con 
troller.  This  pedal  is  located  on  one  side  of  the  steer 
ing  column  on  the  other  side  of  which  is  a  similar 
pedal  for  the  positive  operation  of  a  contracting  band 
brake  for  emergency  only. 

Frame  —  Heavy    steel    channel    construction, 
riveted  together,  securely  braced  on  each  end. 

Tires  —  Solid  rubber,  industrial  type,   20  x 
The  same  size  of  tires  is  used'on  all  wheels. 

Steer  —  Four-Wheel  steer  to  permit  easy  turning  in 
small  space.  Steers  by  automobile  type  wheel,  through 
worm  sectors  to  all  four  wheels. 

Drive  —  Four-Wheel  drive  to  get  maximum  tractive 
effect.  High  efficiency  worm  gear  with  vertical  shaft 
at  each  wheel.  Differentials  are  made  a  part  of  the 
worm  gear. 

Motor  —  Vehicle  type,  48  volts,  45  amperes,  continu 
ous  rating  and  ample  overload  capacity.  Totally 
enclosed  and  protected. 


Lakewood 
Lift  Truck 


The  Lakewood  Lift-Truck  is 
of  the  self-loading  type.  The 
load  is  piled  on  a  skid  or  on  the 
truck  platform.  When  skids  are 
used,  the  truck  picks  up  the 
skid,  carries  it  to  some  distant 
part  of  the  plant  and  quickly  returns  for  another  load. 
The  truck  with  one  operator  easily  performs  the  work 
of  several  men.  Positive  worm-drive  elevating  mechan 
ism,  enabling  operator  to  carry  loaded  platform  skid 
at  any  elevation  from  the  minimum  of  11  in.  to  the 
maximum  of  42  in.  eliminates  danger  of  skid  legs  drag 
ging  in  passing  over  depressions  and  enables  operator 
to  set  skids  on  benches  convenient  to  machine  operators. 


Lakewood  Tractor  and  Trailers  Increases  Load 
per  Trip. 


THE  LAKEWOOD  ENGINEERING  CO.,  CLEVELAND,  U.  S.  A. 

For  District  Offices  See  Page  725. 

728 


LAKEWOOD    STANDARD    TRAILERS 


Four-Wheel 

Steer  Trailer 

Model  801 


sides  and  end. 


Used  where  narrow  aisles  and 
sharp  turns  make  accurate  trail 
ing     necessary.      Couplers     on 
either  end — an   invaluable   fea 
ture    in    pier,    warehouse    and 
industrial      work.       Automobile 
type    steering    gear, 
applied  on  all   four 
wheels.    Capacity 
4.000     Ibs;     weight 
650  Ibs.    Cage  roller 
bearings  on   wheels. 
Metal  stake  pockets, 
Wood  end  racks  extra. 


Fifth    Wheel 

Trailer  V-Dump 

Model  806 


Designed  for  handling  coal, 
ashes  or  other  loose  material. 
All  steel,  side  dump  may  be 
locked  in  half  dumped  position, 
to  reduce  lift  when  loading. 
Large  diameter  wheels  reduce 
tractive  effort.  Short 
turns  made  possible 
by  fifth  wheel.  De 
signed  for  hand  or 
power  haulage.  Ca 
pacity  1  cu.  yd.,  or 
2,700  Ibs.  Weight, 
1,300  Ibs.  Cage  roller 
bearings  on  wheels. 


Particularly   adapted  to  gen- 
Balanced  Type    }  erai    factory    use,    where    both 
Trailer  {   power  and  hand  haulage  is  nee- 
Model  802        1   essary.   Load  being  balanced  on 
j   two  center  wheels,  minimum  ef 
fort  is  required  to  swing  trailer 
around.     Practically 
only  type  trailer 
that  may  be  pulled 
or  pushed  by  tractor. 
Capacity   8,000  Ibs. 
Weight'   1,030     Ibs. 
Platform    3' x  6'    of 
1/16"  inch  steel  plate  riveted  to  frame.    Hyatt  roller 
bearings   on   center   wheels,   plain   bearings  on   caster 
wheels. 


Warehouse 

Type  Trailer 

Model  810 


Embodies  maximum  qualities 
in  a  trailer  truck  for  warehouse. 
Power  or  hand  haulage.  Almost 
unbreakable  construction  in 
sured  by  use  of  steel  and  mal 
leable  iron  castings,  combined 
w  i  t  h  a  fabricated 
frame  of  truss  con 
struction.  Capacity, 
4,000  Ibs.  Weight, 
425  Ibs.  Platform 
size  72"x36".  Height 
from  floor  16^". 
Coupler  long  steel 
hook,  self  locking. 
Stake  pockets  side  and 
ends.  Hyatt  Roller 
Bearings  on  all  wheels.  New  Departure  ball  bearings 
and  heavy  dutv  ball  thrust  bearings  on  casters. 


Fifth   Wheel 

Trailer 
Model  805 


I       Adapted  to  power  haulage  in 

short  trains  where  heavy  unit 
loads  are  handled.  Suitable  for 
operation  over  rough  floors. 
Large  diameter  wheels  reduce 
tractive  effort.  Capacity  10,000 
_ __  Ibs.  Weight  1,130 
Ibs.  Frame,  steel 
angle  and  channels 
riveted.  Platform, 
wood;  size  7'  x  3'6". 
Stake  pockets  end  and  sides.  Cage  roller  bearings 
throughout. 


Particularly  efficient  for  han- 

Low  Platform         dling  heavy  boxes  or  bulky  ma- 
Type  Trailer          terial,  because  of  9  inch  loading 
Model  804  height.     Adapted    for  hand   or 

power     haulage,     over     smooth 
runways    or    floors.       Capacity 
5, 000  Ibs.  Weight  630 
Ibs.       Platform     size 
3'   x   5'   2".      Rugged 
construction.      Cage 
roller  bearings  on  all 
wheels.    Platform 
wood.     Steel  deck  extra. 


fl 


THE  LAKEWOOD  ENGINEERING  CO.,  CLEVELAND,  U.  S.  A. 


For  District  Offices  See  Page  725. 

729 


LAKEWOOD    STORAGE    BATTERY    TRUCK 


Four-Wheel 
Drive  and  Steer  1 
Industrial    Truck  I 


This  unit  of  Lakewood  Haul 
age  enables  one  man  to  do  the 
work  of  a  gang  of  laborers. 

It  will  carry  its  4,000  Ib.  load 
at  an  approximate  speed  of  four 
miles  per  hour.  It  will  operate 
in  warehouses,  in  and  out  of  freight  cars,  and  when 
equipped  with  a  dump  body  is  particularly  well  adapted 
to  carrying  bulk  material,  such  as  coal,  ashes,  fertilizer, 
etc. 

Four-Wheel  drive  gives  maximum  tractive  effort 
when  handling  heavy  loads  up  grades  or  over  slippery 
floors  —  the  driving  strain  is  equally  distributed 
throughout  the  entire  machine. 


The  motor  drives  each  axle  through  worm  gears  and 
differentials.  The  horizontal  driving  shafts  in  the  axles, 
without  universal  joints,  deliver  the  power  to  the  four 
driving  wheels  through  beveled  gears,  thus  effecting  a 
continuous  high  efficiency  drive.  This  same  high  effi 
ciency  worm  drive  is  used  on  the  Lakewood  Tier-Lift 
Truck  and  Lakewood  Tractor,  thus  permitting  the 
maintenance  of  Lakewood  Industrial  Haulage  units  at 
the  lowest  possible  cost  with  minimum  repair  part 
stock. 

The  Four-Wheel  steer  permits  turning  in  minimum 
space.  The  driving  mechanism  of  the  wheels  makes  it 
possible  to  turn  all  four  wheels  at  an  angle  of  60  de 
grees,  allowing  the  truck  to  turn  in  a  6  ft.  radius  circle. 


Lakewood  standard  patented  drive 


Brake  Action 

and 
Safety  Switch 


It  is  practically  impossible  to 
operate  the  truck  except  when 
the  operator  is  standing  in 
proper  position  on  the  operator's 
platform,  as  the  release  of  a  foot 
pedal  sets  the  brakes,  and  cuts 
off  the  electric  current  by  means  of  a  safety  switch. 
When  the  foot  pedal  is  raised  to  stop  the  truck,  it  can 
not  be  started  again  until  the  controller  has  been 
brought  back  to  neutral  position. 

A  heavy  cast  bumper   at  the  platform  end  of  the 
truck  affords  protection  to  the  front  wheels  and  run 


ning  gear,  and  provides  support  for  a  pin  coupler  which 
enables  the  truck  to  pull  one  or  more  trailers  in  addi 
tion  to  its  platform  load,  thus  increasing  the  flexibility 
of  its  application. 

All  parts  of  the  controller,  motor  and  driving  mech 
anism  are  accessible  for  inspection  or  repairs. 

The  batteries  are  carried  in  steel  compartments 
underneath  the  deck,  at  each  side  of  the  driving  motor. 


Compartments  have  removable  sides  for  withdrawing 
the  batteries. 

Lakewood    Storage    Battery    Trucks    are    equipped 
either. with  flat  top  deck  or  V-Dump  body. 


Axles:     Malleable    iron,    en- 
;    closing  all  driving  parts. 

Specifications  Bearings:     Ball    bearings    of 

{    highest  quality. 

,„ „„„„„„ , , 1        Brakes:     Two    external   con 
tracting      with      non  -  burnable 
band  lining. 

Control:  Automatic  safety  switch  in  controller  cuts 
off  current  and  brakes  are  set  when  operator  releases 
foot  pedal. 

Controller:  Drum  type  with  renewable  fingers,  three 
speed  each  direction. 

Coupler:    Pin  Coupler  bolted  to  bumper. 

Drive:  Four-wheel,  worm  gear  with  vertical  shaft 
at  each  wheel. 

Frame:  Heavy  steel  channel  construction,  with 
heavy  cast  steel  bumper. 

Gears:  Bevel,  high  carbon,  heat  treated,  oil  tempered, 
with  machine  cut  teeth.  Drive  worms — special  steel 
with  teeth  hardened  and  ground;  worm  wheel — 
phosphor  bronze. 

Lubrication:  All  driving  mechanism  running  in 
grease  or  oil. 

Motor:  G.  E.  24  volt,  65  ampere  with  overload 
capacity,  totally  enclosed. 

Platform:  3/16"  checkered  steel  plate  in  removable 
sections,  for  battery  inspection. 

Speed:    4  M.P.H.  loaded;  8  M.P.H.  without  load. 

Springs:    Four  heavy  double  coil  springs. 

Steer:  Automobile  type  steering  wheel  and  worm 
sector  to  all  four  wheels. 

Weight:  Truck  without  batteries  2,450  Ibs;  shipping 
weight,  without  batteries,  3,100  Ibs.  For  1  yd.  V-Dump 
Body  add  750  Ibs.,  and  for  \V2  vd.  bodv,  875  Ibs. 


THE  LAKEWOOD  ENGINEERING  CO.,  CLEVELAND,  U.  S.  A. 


For  District  Offices  See  Page  725. 
730 


HYATT  ROLLER  BEARINGS  FOR  TRUCKS 


Scene  at  Engineering  Test  of  Hyatt 
Equipped  Trailer  Trucks  Where  Power 
Saving  of  21.8%  Was  Determined. 


Modern  Trucks 
and  Trailers 


Whatever  forms  of  trucks  or 
j  trucking  systems  are  used,  it  is 
|  essential  for  the  most  reliable 
[  and  economical  operation  to 

I, j    buy   trucks    that    are    carefully 

designed    for    the    work,    well 

constructed  of  good  materials.  One  essential  feature 
of  any  modern  truck  is  Hyatt  Roller  Bearings,  as  the 
savings  in  power,  lubrication  and  maintenance  afforded 
by  these  modern  bearings  are  of  real  importance  in  the 
reduction  of  trucking  costs. 

Manufacturers  of  trucks,  realizing  the  advantages 
of  Hyatt  equipped  trucks,  are  prepared  to  furnish  this 
modern  equipment  for  any  form  of  truck.  They  can 
also  furnish  Hyatt  Bearing  replacement  wheels  to  be 
applied  to  modernize  your  present  plain  bearing 
trucks. 


These  modern  bearings  bring 
Advantages        |    to  trucks  of  all  kind?  the  fol. 

of  Hyatt          I    lowing   advantages:     Owing   to 
Equipped  Trucks  f   the    easy    running    qualities    of 
„„„ ,„ j   the  bearings,  less  power  or  ef 
fort  to  move  the  trucks  is  re 
quired.     One  charge  of  grease  is  sufficient  for  three  to 
four  months'   operation,   which   decreases   the  cost   of 
lubrication    (material    and   labor).      Because   of  their 
sturdy  construction,  Hyatt  equipped  wheels  are  capa 
ble  of  giving  years  of  satisfactory  service  without  re 
quiring     replacement,     and     in    this    way    eliminate 
maintenance  costs. 


The  importance  of  the  power 
1    saving     qualities     of     Hyatt 
Power  Saving      I    equipped     trucks     is     apparent 
]    when    interpreted    in    terms    of 
, , „_   more  trucks  per  train  or  quick 
er    operation    of    truck    trains, 

decreased  strains  on  storage  batteries  and  elimination 
of  noon-day  boosting  of  batteries.  One  man  with  a 
Hyatt  equipped  hand  truck  can  quickly  handle  the 
heaviest  load  without  fatigue  and  the  easy  running 
trucks  put  a  snap  in  the  work. 

A  test  witnessed  by  a  representative  of  the  American 
Society  of  Mechanical  Engineers  showed  a  power  sav 
ing  of  21.8%  in  favor  of  Hyatt  equipped  trucks  when 
compared  with  pin  roller  bearing  trucks.  If  a  com 
parison  had  been  made  between  Hyatt  equipped  trucks 
and  the  plain  bearing  trucks  the  saving  would  have 
been  even  greater.  And  there  are  still  thousands  of 
ordinary  plain  bearing  trucks  in  use,  wasting  power 
and  lubricant  and  running  up  heavy  maintenance 
charges. 


Any  grease  applied  to  Hyatt 
Lubricant  Roller  Bearing  trucks  stays  in 

Q  the  bearings  for  months,  so  that 

lubrication  is  required  only  at 

lumnl intervals    of    three    months,    or 

four  times  a  year.     This   also 

•liminates  the  time  lost  by  truckers  and  the  labor  of 
ipplying  the  lubricant.  On  a  large  pier  operating 
over  a  thousand  Hyatt  equipped  hand  trucks,  carefully 
kept  records  show  a  saving  of  90%  in  the  cost  of 
grease  and  98%  in  the  cost  of  labor  to  apply  it  as  com 
pared  with  their  former  plain  bearing  trucks. 


Maintenance 
Saving 


The  sturdy  chrome  -  vana 
dium  steel  rollers  of  Hyatt 
Bearings  are  capable  of  giving 
years  of  service  under  the  most 
severe  conditions  without  ap 
preciable  wear.  This  eliminates 

worn-out  hubs  and  wobbly  wheels;  the  bearings  stay 
in  good  operating  condition  throughout  the  life  of  the 
truck.  An  eastern  railroad  operating  200  Hyatt 
equipped  trucks,  carrying  heavy  loads  at  top  speed, 
only  replaced  one  caster  in  18  months  of  war  time 
service.  The  bearings  examined  at  the  end  of  the  18 
months  showed  absolutely  no  signs  of  wear. 


New  Wheels 
for  Old  Trucks 


One  of  the  quickest,  most 
economical  methods  of  getting 
Hyatt  Roller  Bearing  equip 
ment  is  to  buy  Hyatt  Bearing 
replacement  wheels  for  trucks 
now  in  service. 

Often  there  is  no  good  reason  why  present  plain 
bearing  trucks  should  be  thrown  out  and  new  equip 
ment  purchased,  nor  is  it  good  policy  to  postpone  se 
curing  the  advantages  of  Hyatt  equipped  trucks  until 
such  time  as  the  present  trucks  wear  out.  Therefore, 
the  proposition  of  buying  new  wheels  with  Hyatt 
Bearings  mounted  in  them  is  worth  the  careful  con 
sideration  of  every  truck  user. 

The  application  of  new  Hyatt  equipped  wheels  to 
old  trucks  is  a  simple  proposition  involving  very  little 
work,  and  when  the  change  is  once  made  the  new 
wheels  are  capable  of  giving  years  of  hardest  service 
without  the  need  of  replacement. 

1 I  Our  engineers  are  bearing 

specialists  and  are  often  able 
to  present  designs  and  plans 
for  the  use  of  Hvatt  Roller 
Bearings  that  are  of  real  value 
to  truck  manufacturers  and 

truck    users.      Get    in    touch    with    us    regarding    any 

bearing  problem  without  obligation. 


Hyatt 

Engineering 
Service 


HYATT  ROLLER  BEARING  CO.,  NEW  YORK.  N.  Y. 


731 


COWAN  ELECTRIC  SELF-LOADING  TRUCK 


Express  Companies,  Railroads 

"Through  Ticket"  j    and  Ocean  Forwarders,  as  well 

System  i    as    Manufacturers,    are   waking 

in  Industry        \  UP  to  the  great  economies  of  the 

I , I  "through  ticket"  system  of  mov 
ing  loads. 

Ocean  Forwarders  will  pack  a  van  at  a  customer's 
door  and  deliver  it  to  the  consignee  in  London  or 
Calcutta  without  a  single  rehandling  or  repacking  in 
transit. 

Manufacturers  in  many  lines  are  doing  away  with 
costly  rehandling  through  the  use  of  the  Cowan  Self- 
Loading  Truck  and  skid  system.  In  every  factory 
where  loads  must  be  moved  from  machine  to  machine, 
department  to  department,  or  building  to  building,  any 
rehandling  between  starting  point  and  destination  is 
waste  of  labor  and  loss  of  profit.  An  equipment  of 
Cowan  Electric  Self-Loading  Trucks  to  handle  skids 
provides  the  "through  ticket"  system  for  thousands  of 
manufacturers,  wholesalers  and  warehousemen. 


Cowan 

Self-Loading 

Electric  Truck. 


Distinctive 
Cowan  Features 


The  electrically  operated  Self- 
Loading  truck  which  has  been 
developed  by  the  Cowan  Truck 
Company  combines  the  long  ex 
perience  in  lift  truck  manufac 
ture  of  this  company  with  the 

latest  developments  in  industrial  truck  design.  One  of 
the  outstanding  features  of  this  truck  is  its  simplicity. 
The  number  of  parts  has  been  reduced  to  a  minimum 
and  all  are  interchangeable.  It  is  sturdily  constructed 
throughout  with  a  guaranteed  capacity  up  to  5,000 
pounds. 


Lifts  in 
Five  Seconds 


The  lifting  mechanism  is  of 
the  heavy  bell  crank  type.  This 
is  an  absolutely  new  application 
in  the  construction  of  electric 
truck  lifting  mechanisms.  It  is 
actuated  by  an  independent, 

heavy  duty,  series  wound  motor  with  worm  gear  reduc 
tion.  The  platform  elevates  vertically  with  a  maximum 
rise  of  4^  inches. 

The  truck,  equipped  with  full  capacity  battery,  ele- 
,000-pound  load  in  five  seconds  and  without 
load  in  three  seconds.  The  full  lowering  time  is  three 
seconds.  This  speed  in  loading  and  unloading  is  an 
important  feature  of  Cowan  Trucks,  for  time  saved  in 
this  way  makes  a  large  total  at  the  end  of  a  day 


i   Shocks  and  Jars 
Eliminated 


An  "Anti-kick"  device  takes 
all  jar  off  the  steering  handle 
when  the  truck  travels  over 
rough  spots.  The  rear  end  of 
the  truck  is  equipped  with  a 
heavy  bumper  which  effectually 

takes  all  shocks  and  protects  the  rear  end  of  the  lift 
platform.  The  tray  in  which  the  battery  rests  is  sup 
ported  on  springs  which  relieve  the  cells  from,-vibra- 
tions  and  shocks  under  all  conditions  of  op&ation. 


Minimum 
Over-all  Turn 


The  turning  radius  of  the 
Cowan  Electric  Self-Loading 
Truck,  measured  to  the  extreme 
outside  point,  is  seven  feet  five 
and  a  half  inches,  a  distinctive 
Cowan  accomplishment.  This 

short  radius  permits  the  truck  to  operate  in  intersecting 
aisles  fifty-seven  inches  wide.  By  folding  the  foot  pedal 
and  steering  handle  into  a  vertical  position  the  over-all 
length  is  shortened  for  use  on  elevators. 


Automatic 
Safety  Devices 


In  order  to  operate,  the  foot 
pedal  must  be  depressed,  releas 
ing  the  brakes  and  closing  the 
circuit.  The  brakes  are  always 

i, , „„„ p    applied  when   the   truck  is  not 

running.    To  apply  power,  the 

controller  handle  must  be  in  neutral,  requiring  the 
operator  to  start  in  first  speed,  and  thus  preventing 
"snubbing"  of  the  motor,  sparking  under  the  brushes, 
and  draining  the  battery.  Should  the  operator  step  or 
fall  from  his  platform,  releasing  pressure  on  the  foot 
pedal,  the  circuit  is  broken,  cutting  off  the  power,  and 
the  brakes  are  at  once  automatically  applied,  bringing 
the  truck  to  a  standstill.  These  features  render  the 
truck  "fool-proof"  against  careless  or  inexperienced 
operators  and  meddlers. 


Use  as  a 
Tractor 


The  rear  end  of  the  truck  is 
1   equipped   with   a   draw-bar  at- 
|   tachment     which     permits     the 
|   truck  to  be  used  as  a  light  duty 
J   tractor.    This  draw-bar  attach 
ment  is  integral  with  the  frame 

so  that  the  pull  is  against  the  frame  and  not  against 
the  lift  platform.  In  trailing  with  a  load  on  the  plat 
form  there  is  no  strain  on  the  elevating  mechanism. 


COWAN  TRUCK   COMPANY,   HOLYOKE,    MASS. 

732 


COWAN  ELECTRIC  LOAD-CARRYING  TRUCK  AND  INDUSTRIAL  TRACTOR 


Cowan  Electric 

Load-Carrying 

Truck 


In  hauling  large  loads,  where 
an  extra  platform  area  is  re 
quired,  the  Cowan  Electric 
Load-Carrying  Truck  will  be 
most  effective,  in  factories, 
warehouses,  terminals,  etc.  The 

extra  platform  area  is  obtained  by  the  location  of  the 
battery,  which  is  underslung  between  the  front  and 
rear  wheels. 

The  Cowan  Electric  Load-Carrying  Truck  is  dis 
tinctly  a  Cowan  product,  with  those  outstanding  fea 
tures  of  simplicity,  safety,  capacity,  stability,  flexibility 
in  operation  and  accessibility  of  all  parts  which  are 
responsible  for  the  proven  performance  of  all  Cowan 
Trucks. 


Cowan  Electric 

Load-Carrying 

Truck. 


Operating 
Features 


I'lu'  few  requisite  control 
levers  are  so  conveniently  ar 
ranged  that  the  operator  stands 
in  a  natural  and  easy  posture. 
As  in  the  Cowan  Electric  Self- 
Loading  Truck,  the  foot  pedal 

must  be  depressed  before  the  truck  can  be  operated. 
The  brake  is  always  applied  when  the  truck  is  not 
running.  To  apply  power,  the  controller  handle  must 
be  in  neutral,  requiring  the  operator  to  start  in  first 
speed.  The  heavy  duty,  drum  type  controller  with 
integral  circuit-breaker  provides  3  speeds  forward  and 
3  reverse,  three  to  five  miles  per  hour  loaded,  with  a 
maximum  speed,  empty,  of  8  miles  per  hour. 

Horizontal  steering  lever  operates  the  four-wheel 
steer;  this  steer  makes  possible  unusually  sharp  turns. 
Intersecting  aisles  72  inches  wide  are  readily  negotiated. 

The  driving  mechanism  of  all 
Cowan  Electric  Trucks  is  inter 
changeable — a  feature  of  great 
practical  value.  All  working 
parts  of  the  Cowan  Electric 
Load-Carrying  Truck  are  en 
closed  by  a  patented,  dust-proof  and  grease-tight  cover 
ing.  The  universal  joint,  through  which  power  is  trans 
mitted  to  the  wheels,  is  entirely  enclosed  and  operates 
in  grease.  The  driving  motor  is  a  General  Electric  Com 
pany,  heavy  duty,  series  wound  type,  protected  by  a 
metal  housing.  Access,  for  inspection  and  oiling,  is 
through  a  dust-proof  slide.  The  truck  body  may  be 
detached  from  the  chassis  by  loosening  four  bolts. 


Simple,     Durable 
Working  Parts 


r 


Automatic 
Safety  Devices 


Duplicates  of  those  in  the 
Cowan  Electric  Self-Loading 
Truck,  described  on  opposite 
page. 


Extra  Capacity 

and  Sturdy 

Construction 


The  Cowan  Electric  Indus 
trial  Tractor  is  designed  solely 
as  a  tractor,  and  is  not  in  any 
|  sense  an  adaptation  of  a  load- 


J   carrying  machine.   However,  the 
same  perfection  of  design,  sturdy 

construction  and  skilled  workmanship  are  put  into  this 
tractor  as  into  all  other  Cowan  Products.  It  has  a  guar 
anteed  tractor  load  capacity  of  20,000  Ibs.  Four-spring 
suspension,  with  extra  heavy  helical  springs.  Machine 
guides,  for  the  body  to  work  on,  transmit  the  draw-bar 
pull  of  trailers  directly  through  power  unit  to  body. 
Substantial  front  and  rear  bumpers;  heavy,  vari-height 
coupling  heads.  An  extra  heavy  motor  will  stand  fre 
quent  overloading.  The  universal  joint  is  enclosed  by 
a  patented,  dust-proof,  grease-tight  cover. 


Cowan  Electric  Industrial  Tractor. 


"f ,  From  a  comfortable  operating 

Simple,   Safe          position  the  tractor  may  be 
and  Flexible  operated  over  any  surface,  for  it 

Operation  has  a  ground  clearance  of  4*4 

inches.      Four    speeds    forward 

and  four  reverse,  up  to  7  miles 

per  hour.  End-control,  four-wheel  drive  (2-wheel 
drive  optional  construction),  four-wheel  steer.  Turn 
ing  radius  to  extreme  outside  point  of  68  inches.  The 
tractor  will  operate  in  intersecting  aisles  66  inches  wide. 
Danger-,  fool-  and  meddler-proof,  for  the  controller  has 
an  interlocking  safety  device,  and  extra  large  braking 
surfaces  are  provided  to  stop  tractor  immediately.  A 
train  of  Cowan  Self-Loading  Hand  Trucks  will  give 
the  greatest  satisfaction  as  trailers. 


Accessible  and 

Interchangeable 

Parts 


I  As  in  all  Cowan  pioducts,  all 
1  working  parts  are  readily  acces- 
1  sible.  The  entire  frame  can  be 
I  lifted  upon  the  removal  of  4 
J  nuts,  disclosing  the  driving 
mechanism  for  inspection  or 
oiling.  The  hinged  cover  of  the  battery  compartment 
gives  access  for  flushing,  while  the  side  plates  of  the 
compartment  my  be  withdrawn  for  removal  and  re 
placement  of  batteries. 

A  very  practical  advantage  of  this  tractor  is  the  inter- 
changeability  of  all  wheels,  with  their  bearings, 
knuckles  and  yokes. 


COWAN  TRUCK   COMPANY,   HOLYOKE,   MASS. 

733 


MERCURY   TRACTORS   AND   TRAILERS 


"Trackless  Train''  on  outdoor  inter-deparlmeiital  run 


Mercury 

"Trackless 

Train" 


Mercury 
Tractors 


The  Mercury  Tractor,  motive 
unit  for  "The  Trackless  Train," 
is  offered  in  three  distinct 
types;  a  light  duty  (Type  K), 
a  medium  duty  (Type  L),  and 
a  heavy  duty  (Type  M).  Each 

well  the  material  handling  system  advocated  by  the     type  is  built  in  a  "three-wheel  model"  and  in  a  "four- 
Mercury  Company.  wheel  model."    All  types  follow  the  same  uniform  de- 
The  'function  of  the  "Trackless  Train"  is  to  bring     sign  and   standardization  of  parts  and  assemblies  is 


The  "Trackless  Train"  is  the 
trade  name  applied  to  the  in 
dustrial  electric  tractors  and 
trailers  manufactured  by  the 
I  Mercury  Manufacturing  Com 
pany.  The  name  embraces  as 


about  efficiency  and 
economy  in  the  handling 
of  materials  by  replacing 
hand  truckers  or  less 
suitable  mechanical 
methods. 

The  "Trackless 
Train"  makes  use  of  a 
powerful  and  compact 
motive  unit  (The  Mer 
cury  Electric  Tractor)  to 
push  or  pull  the  ma 
terials  to  be  moved  on 
trains  of  trailers.  The 
power  unit  being  sepa 
rate  from  the  train  is 
able  to  work  continu 
ously  and  wastes  no  time 
in  loading  and  unload 
ing  at  terminal  points. 
At  the  same  time  the 
unit  utilizes  to  the  full- 


Mercury  Tractor — Type  L — -l-wheel  Model 


maintained      throughout 
the   entire   line.      Essen 
tial    specifications    and 
dimensions  follow: 
Over-all  Length,  68  ins. 
Over-all  Width,  39  ins. 
Wheel  Base,  39  ins. 
Tread,  Rear,  29  ins. 
Tread,   Front    (four 
wheel     model,     23     ins. 
Size  of  Wheels   (front), 
15  ins. 

Size   of   Wheels    (rear), 
20  ins. 

Turning  Radius,  Out 
side  Frame  (three- wheel 
model),  57  ins.;  four- 
wheel  model),  71  ins. 
Speed,  Maximum  with 
no  Load,  miles  per  hr., 

7/2- 

Drawbar     pull :  —  Type 


est  extent  its  ability  to  perform  work  by  pulling  its  pay      K,  500  Ib.    Type  L,  800  Ib.    Type  M,  1,600  Ib. 
load    rather   than    carrying    it.      These    transportation          Specifications  in  brief: 
principles  as  exemplified   in  the  steam  railroad  have 
withstood  the  test  of  time  for  over  an  hundred  years. 

The  field  of  the  Trackless  Train  is  unlimited.  In 
stallations  have  been  made  in  practically  every  classi 
fication  of  industry.  Numbered  among  the  users  are: 


FRAME  is  of  heavy  channels  bent  to  shape  and 
riveted  or  in  the  case  of  the  Type  M,  a  single  heavy 
semi-steel  casting. 


Packing  Houses 

Steel  Mills 

Foundries 

Steamship  Docks 

Railway  Freight  Houses 

Automobile  Manufacturers 

Rubber  Goods 

Textile  Mills 

Cotton  Compres.M-s 

General  Warehouses 


Express  Companies 
Machinery  Manufacturers 
Tanneries 
Lumber  Mills 
Boots  and  Shoes 
Fertilizer  Plants 
Chemical  Plants 
Paper  Mills 
Tobacco  Warehouses 
Car  Shops 


MOTOR  used  in  all  types  is  a  General  Electric  auto 
motive,  series  wound  especially  designed  for  tractor 
service. 

CONTROLLER  is  of  the  drum  type  designed  by  the 
Mercury  Company.  Gives  three  speeds  in  either 
direction. 

DRIVE  is  direct  from  the  motor  through  a  high  effi 
ciency  worm  gear  to  the  rear  axle. 


MERCURY  MANUFACTURING  COMPANY 

CHICAGO.    ILLINOIS 
734 


MERCURY  TRACTORS   AND   TRAILERS 


"Trackless  Train"  moving  bagged 

POWER  PLANT  is  a  unit  assembly  that  can  be  easily 
and  quickly  detached  from  the  framework  without  de 
stroying  alignments. 

BRAKE  is  of  the  contracting  drum  type  mounted  on  the 
motor  shaft  and  operated  by  a  foot  pedal. 

BATTERY  CAPACITY  for  the  Type  K  12  cells  of 
lead  or  21  cells  of  Edison;  for  the  Type  L,  18  cells  of 
lead  or  30  cells  of  Edison;  for  the  Type  M,  24  cells  of 
lead  or  42  cells  of  Edison. 

SPRINGS — all  types  and  models  are  full  spring  sus 
pended  front  and  rear  on  semi-elliptic  steel  springs. 

STEERING  is  accomplished  by  a  lever. 


Mercury   Freight    Hou^e   Trailer — Type    A-132 


I 


Mercury 
Trailers 


Mercury  trailers  are  designed 
and  built  expressly  for  service 
with  the  Mercury  tractor  in  the 
"Trackless  Train"  system.  The 
standard  line  embraces  twenty- 
five  distinct  vehicles,  each  of 
which  has  its  own  particular  advantages  in  meeting  the 
more  common  material  handling  problems.  Two  of  the 
standard  types  are  illustrated  above.  In  addition  to 
standard  trailers  the  Mercury  Company  is  also  pre 


from   ship's  side  to   storage 

pared  to  design  and  build  special  trailers  to  meet  the 
unusual  problem.  The  provision  of  trailer  equipment 
exactly  suited  to  the  material  to  be  moved  is  a  distinct 
and  important  advantage  of  the  tractor-trailer  system. 


Mercury  Side  Dump  Trailer — Type  A-206 


Engineering 
Service 


The  Mercury  Company  is  the 
pioneer  and  only  exclusive  man 
ufacturer  of  industrial  tractors 
and  trailers.  \Ve  have  accumu 
lated  a  fund  of  valuable  infor 
mation  relative  to  handling  all 

kinds  of  material  by  means  of  tractors  and  trailers. 
Every  ''Trackless  Train"  representative  is  a  tractor- 
trailer  specialist.  \Ve  will  gladly  confer  with  you  and 
work  with  you  to  analyze  your  material  movements.  It 
is  probable  that  the  "Trackless  Train"  is  the  solution 
but  at  any  rate  an  unbiased  recommendation  will  be 
made.  Offices  are  maintained  in  the  following  cities: 


Baltimore,  Md. 
Boston,  Mass. 
Buffalo,  N.  Y. 
Cleveland,  Ohio 
Denver,  Colo. 
Detroit,  Mich. 
Greenville,  S.  C. 
Jacksonville,  Fla. 


Milwaukee,  Wis. 
Minneapolis,  Minn. 
New  York,  N.  Y. 
Philadelphia,  Pa. 
Pittsburgh,  Pa. 
St.  Louis,  Mo. 
San  Francisco,  Cal. 
Toronto,  Canada 


MERCURY  MANUFACTURING  COMPANY 

CHICAGO,    ILLINOIS 

735 


EXIDE-IRONCLAD  STORAGE  BATTERIES 


The  Require 
ments  of  a  Heavy  1 
Duty  Battery 


i 


The  Exide-Ironclad  Battery 
is  one  of  many  types  produced 
by  The  Electric  Storage  Battery 
Company — the  oldest  and  larg 
est  manufacturers  in  the  world 
of  storage  batteries  for  every 
purpose  and  is  especially  built  to  meet  the  particular 
requirements  of  electric  industrial  trucks,  tractors  and 
locomotives. 

It  is  made  with  a  full  realization  that  no  indus 
trial  vehicle  can  deliver  the  service  of  which  it  is  capa 
ble,  unless  the  battery  can  furnish  the  necessary  power 
as  needed.  This  means  (a)  that  the  storage  battery 
must  be  able  to  deliver  power  at  high  rates  of  discharge ; 
(b)  must  permit  of  a  good  vehicle  speed  being  main- 
taine.d  right  through  the  day;  (c)  must  have  a  high 
final  voltage  so  that  the  speed  and  power  of  the  vehicle 
may  be  maintained  toward  the  latter  part  of  the  day's 
work.  In  addition,  the  battery  must  be  sufficiently 
rugged  to  withstand  the  jolts  and  jars  it  is  constantly 
subjected  to,  and  it  should  require  a  minimum  of  care 
and  attention. 


Operating 
Characteristics 


It  is  sometimes  possible  to 
obtain  two  or  three  of  these 
characteristics,  but  the  only  bat 
tery  to  contain  the  combination 
of  all  four  of  the  essential  char 
acteristics  is  the  Exide-Ironclad 
Battery.  By  this  we  mean  that  it  is  the  only  battery 


12  Cell  Exide-Ironclad  Battery  for  an  Industrial  Truck. 


having  the  rare  combination  of  high  power-ability  and 
madness,  with  high  efficiency  and  long  life. 

Yet,  its  first  cost  is  reasonable;  requires  little  care 
and  attention;  assembled  in  guaranteed  Giant  Jars  and 
covers;  rugged  in  every  detail  and  the  finished  product 
of  33  years  of  battery  building  experience. 


Where  Exide- 
Ironclad  Batteries 
Are  Used 


On  a  great  majority  of  the 
United  States  Government's 
submarine  boats,  Exide-Iron 
clad  Batteries  are  used  for  pro 
pulsion  when  submerged.  In 
the  submarines  of  seven  foreign 
navies,  Exide-Ironclad  Batteries  are  also  used. 

In  every  make  and  type  of  electric  industrial  truck 
operating  in  plants  of  every  description,  these  batteries 


48   Cell   Exide-Ironclad    Battery   for   a   Locomotive. 

are  making  good.  On  industrial  locomotives,  on  mine 
locomotives,  and  on  thousands  of  electric  street  vehicles, 
Exide-Ironclad  Batteries  are  furnishing  power — eco 
nomically,  satisfactorily,  and  with  the  minimum  of  care 
and  attention. 


Constructive 
Features 


Attention  has  already  been 
called  to  the  fact  that  the 
Exide-Ironclad  Battery  is 
rugged  in' every  detail  of  its  con 
struction.  But  elaboration  of 
one  or  two  details  of  this  con- 


Two  "Giant"'  Jars,  in  Which  Exide-Ironclad   Batteries 

Are  Assembled,  Supporting  at  Their  Weakest  Points. 

the  Weight  of  8  Men. 


NEW   YORK 23-31  West  «rd  St. 

W<    i    Knd    Ave.    and    64th    St. 
PHILADELPHIA.. Allegheny  Ave    and 

19th    St.;   m-m   N.    Broad    St 
WASHINGTON..  1823  .13    I.     St      N.W 
PITTSIH-KGH Keystone    Bl'dg'. 


BRANCHES 

cachtree  * Bakcr  sts- 


SAN  FRANCISCO 1536-56  Bush  St. 

CINCINNATI. 600  Provident.  Bank  Bldg. 

DETROIT 5740  Cass   Ave. 

ST.   LOUIS. Federal  Reserve  Bank  Bldff. 
KANSAS  CITY.. 17th  and  Walnut  Sts. 

DENVER 1420-24    Wazee   St. 

_   .  — .  -  SEATTLE 811   White   Bldg. 

tteries   of  Canada.  Limited,   133-157   Dufferin   St.,  Toronto. 


estcr  Ave'   &  E'  Mh  St- 

Marquette   Bldg. 

718.20  Beacon  St. 

MINNEAPOLIS 3  N    15th   St 

ROCHESTER 184  Clinton  Ave.  si 


THE  ELECTRIC  STORAGE  BATTERY  CO 

1 9th  &  ALLEGHENY  AVE.,  PHILADELPHIA,  PA. 


736 


EXIDE-1RONCLAD  STORAGE  BATTERIES 


struction  will  serve  to  show  how  well  built  is  the  whole. 
In  the  construction  of  its  positive  plate,  the  K\ide- 
Ironclad  is  different  from  all  others — another  rea>on 
for  this  battery's  long  life.  The  active  material,  con 
tained  in  numerous 
vertical  lubes  of 
finely  slotted  hard 
rubber,  is  in  con 
stant  contact  with 
the  electrolyte,  yet 
because  of  these 
fine  rubber  slits, 
cannot  readily 
wash  a  w  a  y  and 
deposit  in  the  bot 
tom  of  the  jars. 

T  h  e  negative 
plate,  of  the  same 
general  type  that 
has  made  the  regu 
lar  Exide  negative 
plate  so  successful, 
is  i  n  c  r  e  a  s  e  d  in 
thickness  to  meet 
the  longer  life  and 
increased  capacity 
of  the  Exide-Iron- 
clad's  positive  plate. 
The  negative 
plates  are  sheathed 
at  top  with  rubber; 
\v  h  i  c  h  with  the 
rubber  tubes  of  the 
positive,  gives,  at 
the  top,  a  rubber  to 
rubber  assembly. 
This  reduces  the 
liability  of  short 


Cut-a-way  Cell  Showing  New  Con 
struction  —  Positive  Plates  and 
Their  Supporting  Ribs;  Negative 
Plates  and  Their  Supporting  Rids; 
With  Separators  Extending  Below 
All  Plates. 


circuit?  within  the 
cell. 


Until  recently,  the  Giant 
Compound  jars,  in  which  the 
Exide-Ironclad  is  assembled, 
were  made  with  two  supporting 
ribs,  \y\  inches  high.  Both 
positive  and  negative  plates,  as 
well  as  the  separators  between,  rested  on  these  two  ribs. 


A  New 

Feature 

of   Assembly 


New  Exide-Ironclail 
Positive  Plate  With 
Feet  Which  Raise  It 
Above  Its  Supporting 
Ribs  and  Which  Per 
mit  Separators  to  Ex 
tend  Below  It.  Note 
Also  the  Slotted  Rub 
ber  Tubes  Which 
Contain  the  Active 
Material. 


Negative  Plate  of 
New  Exide-Ironclad 
Battery.  Note  position 
of  Feet  on  This  Plate 
With  Relation  to  Feet 
on  Positive  Plate. 


Now,  as  a  glance  at  the 
accompanying  illustration  will 
show,  these  jars  are  equipped 
with  four  ribs  (2^4  inches  in 
height).  At  the  bottom  of 
each  positive  and  negative 
plate  are  two  feet. 

In  assembling  the  cell,  the 
positive  plates  rest  on  one  set 
of  ribs,  while  the  negative 
plates  rest  on  a  different  set. 
Better  insulation  of  the  plates 
is  secured  because  the  small 
feet  raise  them  above  the  ribs 
and  permit  the  separators  to 
extend  l>elow  them. 

This  construction  reduces 
to  the  very  minimum  the  lia 
bility  of  internal  short  circuits 
and  insures  longer  life — a  de 
velopment  of  marked  im 
provement  in  the  construction 
of  storage  batteries. 

It  is  this  constant  striving 
for  something  better,  carried 
on  through  the  33  years  that 
Exide  Batteries  have  been 
manufactured,  which  makes 
the  Exide-Ironclad  such  a 
superior  battery  today.  To 
the  plant  executive,  who  has 
decided  upon  storage  battery 
trucks,  tractors,  locomotives  or 
commercial  vehicles,  Exide- 
Ironclads  should  be  his  bat- 
tery  choice,  for  they  have  been 
developed  and  perfected  in  the 
exacting  school  of  experience. 

Data  is  available  of  storage 
battery  trucks  running  four 
years  with  no  repairs  to  their 
Ironclad  Exide  batteries. 

They  have  long  life:  give 
dependable  day  in  and  day 
out  service;  are  economical 
and  require  but  minimum  care 
and  attention. 


USEFUL    DATA   ON    THE    EXIDE-IROXCLAI)    BATTERY 

NnmtxT   of   phit  s    

7            9            11         13 

!.">            17            19     1       21 

23 

25 

27           29           31 

33 

Ampere  hours  service  capacity    (over  6   hoirs)  .  .  . 

102 

136 

170 

2C4 

238 

272 

306         340 

374 

408 

442          476         510 

544 

K.    \V.    hrs.    service    capacity    (over    G    hrs.  )    at 

.201 

.268 

.335 

.402 

4.69 

.536 

.are 

.670       .737 

.804 

.871        .938     1.C06 

1.072 

K.    W.    hrs.    service    capacity    (over    6    hrs.)    for 
48  cells  at  1  97  volts  per  cell 

9.65 

12.86 

16.C8 

19.29 

2'2.51 

25.72 

28.94 

*J.l.->     35.37 

38.58 

41.80      45.01      48.23 

51.44 

Discharge  in   amp;res  for  4%   hrs.    (average  volt 
age    1.97    per   cell)     

21 

28 

35 

42 

49 

55           63 

70 

77 

84 

91 

98         1C5 

112 

Outside  dimen-     ("Length     

2% 

3A 

*  A 

5A 

5% 

6%         7% 

W 

8% 

9% 

10% 

11%        11% 

12% 
6% 
ISA 

sions  ot  cells,  j 

«A 

6ft 

tA 

6A 

6%          <H4         6% 

9% 

6% 

« 

«4 

6%          6% 

trays,  in  inches   l^  Height  ->a4    jn    ribs 

15 

J5 

15 

15 

ISA     ISA 

ISA 

ISA 
13 

ISA 

ISA 

ISA 

ISA      ISA 

4% 

5% 

VN 

8 
42% 

9%          10% 

11% 

UVt 

15% 

16% 

18         19% 

20% 

23%          30 

36% 

49%     57%  1   63%       TO      7sy» 

82%  ,      89 

95%     101% 

108 

Height  given  is  from  bottom  of  jar  to  top  of 

ntercell  connector,  except  when?  vertical  diagonal  connector  is  used  when 

Seight  should  be  increased  %   inch. 

THE  ELECTRIC  STORAGE  BATTERY  CO. 

19th  &  ALLEGHENY  AVE..  PHILADELPHIA,  PA. 
737 


THE  IMPROVED  "ROCHLITZ"  AUTOMATIC  WATER  STILL 


Distilled  Water 

for  Storage 

Batteries 


It  is  absolutely  essential  to 
use  distilled  water  in  storage 
batteries  to  assure  maximum 
efficiency  and  long  life  of  the 

I  batteries. 

The  natural  supply  of  water, 

as  it  issues  from  the  earth,  no  matter  how  clear  to  the 
eye,  is  charged  with  iron,  chlorine  or  nitrates.  Iron 
causes  self-discharge  of  the  batteries,  and  chlorine  and 
nitrates  induce  disintegration  of  the  positive  plates. 

Filtered  water  is  not  pure  water,  as  it  contains  the 
soluble  impurities  even  though  the  insoluble  impurities 
have  been  removed. 

Water  of  condensation  is  highly  undesirable,  as  the 
impurities  are  vaporized  and  carried  over,  due  to  the 
high  temperature  of  high-pressure  steam. 

Distilled  water  is  chemically  pure  because  the  tem 
perature  of  the  water  is  carried  barely  beyond  212  de 
grees,  so  that  only  the  water  vapor  is  carried  over,  and 
the  impurities  which  require  higher  temperature  to 
vaporize  are  retained  in  the  undistilled  water. 

Distilled  water,  by  eliminating  the  failures  due  to 
impurities,  will  prolong  the  life  of  the  storage  battery 
and  assure  maximum  efficiency. 


The  Improved 
\  "Rochlitz"   Auto- 
=  matic  Water  Still 


The  Improved  "Rochlitz" 
Automatic  Water  Still  will  fur 
nish  a  steady  stream  of  pure 
distilled  water  free  from  car 
bonic  acid  and  volatile  impuri 
ties  without  any  attention  as 

long  as  the  electricity,  gas  or  steam  and  the  water  supply 
holds  out. 

It  can  be  fur 
nished  in  capaci 
ties  ranging  from 
l/2  to  20  gallons 
per  hour. 

It  can  be  oper 
ated  by  gas,  gas- 
o  1  i  n  e,  kerosene, 
steam  or  elec 
tricity. 

There  are  no 
parts  to  corrode, 
as  it  is  con 
structed  entirely 
of  copper  and 
brass,  and  lined 

Gasoline  or  Kerosene  Operated.  throughout      with 

purest  block  tin. 

The  cost  of  producing  one  gallon  of  distilled  water 
varies  from  l/2  cent  to  2  cents,  according  to  the  kind 
of  fuel  used. 

The  Improved  "Rochlitz"  Automatic  Water  Still  has 
the  unqualified  approval  of  all  the  leading  manufac 
turers  of  storage  batteries,  and  has  been  installed  in 
over  three  thousand  service  stations. 


The  equipment  furnished  with 
the  gasoline  or  kerosene  oper 
ated  type  includes  Pressure 
Tank,  Pump,  Gauge,  Valves, 
Hollow  Copper  Tubing,  Special 
Kerosene  or  Gasoline  Burner, 

etc.   The  Kerosene  and  Gasoline  Burners  are  powerful, 

wickless  and  odorless. 


Trasoliiie  or 

Kerosene 
Operated  Type 


Gas   Operated 
Type 


The  gas  operated  "Roch 
litz"  Automatic  Water  Still 
operates  equally  well  with 
artificial  or  natural  gas.  It 
delivers  absolutely  pure,  cold, 
aerated  distilled  water  at  a 
cost  of  less  than  2  cents  per 
gallon  on  a  basis  of  $1.00 
per  M  for  gas. 


Gas  Operated  Type. 


Electrically 
Operated  Type 


The  electrically  operated  stills 
are  equipped  with  Bayonet 
Type  Immersion  Heaters.  This 
makes  a  very  efficient  heater  as 
all  the  heat  must  go  into  the 
water. 

The  Heater  is  removable  and  consequently  can  be 
cleaned  readily.    It  is  of  strong  and  rugged  construction 

and  is  designed  to 
withstand  abuse  and 
heat. 

A  Control  Switch 
with  6  feet  of  cord  is 
supplied  with  this 
equipment. 

The  Heating  Units 
are  furnished  for  all 
standard 'voltages  up  to 
250  volts;  alternating 
or  direct  current. 

A  saving  in  trans 
portation  charges  for 
carboys  and  water  is 
made  possible  by  pur- 

Electrically  Operated.  chasing  C.  P.  Acid  and 

reducing  it  to  the  prop 
er  battery  strength  with  distilled  water  which  can  be 
obtained  so  economically  by  means  of  the  Improved 
"Rochlitz"  Automatic  Still." 


Steam  Operated 
Type 


The  steam  operated  still  can 
be  attached  to  any  boiler.  It  is 
simple  and  effective  in  operation 
and  can  be  installed  at  a  very 
small  expense.  It  produces  dis 
tilled  water  at  average  cost  of 
Y-Z  of  a  cent  per  gallon. 

All  impurities  thrown  down 
in  the  boiling  process  are 
flushed  out  at  the  apex  of  the 
conical  bottom  of  the  boiling 
chamber. 

Approximately  one  thousand  "Rochlitz"  Water  Stills 
have  been  purchased  by  the  United  States  Government. 


Steam 
Operated. 


W.  M.  LALOR  COMPANY 

MAIN  OFFICE  208  S.  LA  SALLE  ST.,  CHICAGO,  ILL.     FACTORY  108-128  N.  JEFFERSON  ST.,  CHICAGO,  ILL. 

738 


CRESCENT  INDUSTRIAL  TRUCKS,  TRACTORS  AND  TRAILERS 


Crescent     Truck     Taking     Load     Up 
Grade   Into    a    Freight    Car. 


Crescent   Crane  Truck    Breaking   Out 
Stock. 


Crescent      Dump     Body     Truck 
Dumping     Position. 


_ 

Load-Carrying 
Trucks 


The   Crescent  electric  indus- 
I  trial  truck  is  especially  designed 
j  for   severe    working   conditions. 
i   It  will  run  without  recharging 
.........  „„„„„„„„„  .........................  „  .................  l  with  a  full  working  load  for  ten 

hours.    Four-wheel  steer  assures 

flexibility  in  operation.  Outside  turning  radius,  8  ft. 
2  in.  Carrying  capacity  —  4,000  pounds;  Weight 
about  2,300  pounds  (depending  on  Exide  or  Edison 
battery  equipment)  ;  Speed  per  hour  —  light,  7  to  8 
miles;  loaded,  5  to  6  miles;  Loading  platform  —  7  ft.  6 
in.  long,  44  in.  wide;  Height  —  23  in.  Overall  length  — 
9  ft.  3  in.  Tread—  36  in.  Wheel-base  —  4  ft.  10  in. 


Crescent 
Tractors 


Crescent 
Crane  Trucks 


The  Crescent  electric  crane 
truck  will  carry  a  pay  load  of 
4,000  Ibs.,  and  has  a  lifting 
capacity  of  1,500  Ibs.  The 
speed  of  hoist  is  12  ft.  per  min. 
It  will  tow  a  trailer  or  serve  in 

handling  cargo  to  trucks  or  trailers.  Platform 
length — 5  ft.  6  in.,  length  9  ft.  3  in.  Turning  radius — 
8  ft.  2  in.  to  outside  corner  of  truck,  3  ft.  6  in.  to  inner 
edge.  Wheel  Base— 4  ft.  10  in.  Tread— 36  in. 


Crescent  Tractors  are  of  two 
types.  The  Three-Wheel  Trac 
tor  has  draw  bar  pull,  normal 
400  pounds,  ultimate  1,500 
pounds.  Speed  per  hour, 
loaded,  five  miles,  without  load, 

seven  miles.    The  outside  corner  swings  on  a  radius  of 
five  feet  two  inches. 

The  Four-Wheel  Tractor  has  a  draw-bar  pull  nor 
mal,  600  pounds;  ultimate,  2,400  pounds.  Speed  per 
hour,  loaded  4  miles,  without  load,  6  miles.  The  out 
side  corner  swings  on  a  radius  of  nine  feet. 

Both  types  have  three  forward  and  three  reverse 
speeds.  Positive  stop  at  neutral. 


Crescent 
Trailers 


Crescent 

Dump   Body 

Trucks 


The  Crescent  dump  body 
truck  has  a  carrying  capacity  of 
4,000  Ibs.,  or  27  to  40  cubic 

{Trucks  feet-      Its   four-wheel   steer  en- 

„„„„„ „ , ables  a  turning  radius  of  8  ft. 

to  outside  edge  of  truck.      Its 

traveling  speed  is  6  to  7  miles  per  hour  light,  or  5  to  6 
miles  load.  Chassis  dimensions  are  the  same  as  for 
the  crane  truck.  The  dump  body  apparatus  can  be 
readily  demounted  and  truck  used  for  general  utility. 


The  Crescent  standard  trailer 
is  designed  for  rugged  work. 
Unusual  flexibility  is  afforded 
by  the  fifth  wheel  wagon  type 
construction  and  the  use  of  large 
wheels  and  roller  bearings. 
Capacity— 4,000  Ibs.  Platform— 7  ft.  long,  3  ft.  wide, 
20  in.  from  floor.  Steering — fifth  wheel,  assuring  per 
fect  tracking  and  eliminating  unnecessary  wearing 
parts.  Dump  bodies  or  other  devices  can  be  installed. 


Crescent  engineers  have  made 
a  special  study  of  handling  and 
haulage  problems.  They  are 
continually  in  contact  with  ways 
and  means  of  getting  results. 
Their  services  are  available, 
without  obligation,  for  the  development  of  the  proper 
methods  and  systems  of  handling  material. 


Industrial  Haul 
age  Engineering 
Service 


Crescent  Four-Wheel  Tractor. 


Crescent  Wagon-Type  Trailer. 


Crescent    Three-Wheel    Tractor. 


CRESCENT  TRUCK   COMPANY,    30   CHURCH  ST.,   NEW  YORK 

FACTORY,  ELIZABETH,   N.  J. 
739 


STROM  BALL  BEARINGS 


Strom  Ball 
Bearings 


The     U.     S.     Ball     Bearing 

c n_n  Manufacturing  Company  makes 

ball  bearings  of  all  types  and 
sizes  to  operate  under  any  con 
ditions  of  load  and  speed.  The 
highest  grade  of  ball  bearing 
steel  is  used  in  both  raceways 
and  balls.  A  rigid  inspection 
of  the  work  from  raw  material 
to  finished  product  is  in  force 

and  every  possible  care  is  taken  to  make  Strom  bear 
ings  as  nearly  perfect  as  possible. 


Radial   Bearing 


Angular   Contact 
Bearing 


Strom    radial    bearings    are 

Strom  Radial  !  '™de  in  any  size  for  light,  me- 
.  I  chum  or  heavy  duty.  They  have 
[  deep  grooved  ball  races  in 
I  which  large  sized  balls,  sepa 
rated  by  a  light  and  sturdy  re 
tainer,  roll  with  the  least  friction.  They  are  especially 
adapted  to  sustain  heavy  radial  loads  under  severe 
operating  conditions.  They  are  capable  of  resisting  end 
thrust  loads  up  to  25%  of  their  available  radial  ca 
pacity  in  either  direction. 


Strom  Angular 
Contact    Bearings 


Strom  angular  contact  bear 
ings  are  made  in  the  same  sizes 
and  interchangeable  with  the 
ladial  bearings.  They  are  of 
, |  similar  construction  to  the  ra 
dial  bearings,  except  that  they 

are  designed  to  support  combinations  of  radial  and 
heavy  end  thrust  loads  acting  in  one  direction.  They 
have  an  end  thrust  capacity  equal  to  150%  of  their 
available  radial  capacity. 


Single-acting      Thrust 

Bearing      with      Flat 

Seats  (Grooved  Races). 

HOOF  Series 


Single-acting    Self  -  aligning 
Thrust  Bearing,  1100  Series. 


Strom  Thrust 
Bearings 


Strom     thrust     bearings     are 

i    made  in  all  types  and  sizes  with 

I    flat  and  grooved  races  to  meet 

j    all    conditions    of    speed    and 

J    thrust   load,    acting    in    one   or 

two  directions,  and  compensat- 


Double  -  acting    Self- 
aligning    Thrust    Bear 
ing,  2100  Series 


Double  •  acting   Thrust 

Bearing,  Flat  Seats. 

2100F  Series 


ing  for  misalignment.  They  are  of  the  sturdy  con 
struction  for  which  Strom  bearings  are  noted  and  are 
adapted  to  sustain  exceptionally  large  thrust  loads. 


Strom 

Engineering 
Service 


The  engineering  department 
of  the  U.  S.  Ball  Bearing  Mfg. 
Co.  is  composed  of  a  staff  of 
ball  bearing  experts,  who  will 
be  glad  to  consult  with  and  ad 
vise  manufacturers  of  industrial 

trucks,  tractors,  conveying  machinery,  etc.,  in  the  se 
lection  of  bearings.  It  is  the  company's  desire  that  this 
service  be  utilized  by  those  who  have  bearing  problems 
to  solve. 


Strom 
Guarantee 


There  are  four  conditions 
which  must  be  met  if  ball 
bearings  of  the  proper  load 
carrying  capacity  are  to  give 
entire  satisfaction  in  operation. 
First :  The  race  rings 

mounted  on  rotating  machine  members  and  in  housings 
must  have  the  correct  fit. 

Second :  The  method  of  mounting  must  be  suited  to 
the  type  of  bearing  used. 

Third:     The  bearings  must  be  correctly  lubricated. 
Fourth :     Dust,  dirt,  grit  and  water  must  be  kept  out 
of  the  bearings. 

The  U.  S.  Ball  Bearing  Mfg.  Co.  guarantees  its 
bearings  to  be  free  from  all  defect  of  workmanship  and 
materials.  If  any  bearing  proves  defective  within  one 
year  from  the  date  of  its  purchase  from  the  company, 
they  agree  to  replace  it  free  of  cost,  providing  always 
that  the  bearing  was  properly  mounted,  housed  and 
lubricated.  Any  bearings  to  be  replaced  must  be  de 
livered  to  the  company  at  Chicago  with  the  transporta 
tion  charges  prepaid. 


Further 
Information 


S.A.E.  data  sheet  size. 


"I  To  those  interested  in  further 
information  regarding  bearings 
any  of  the  following  publica 
tions  will  be  furnished  on 
request. 

Strom    Bearings    Catalog 


Pamphlets: 
S.  A.  E.  Data 
Sheet  Size 


Lubrication  of  Ball  Bearings. 

Limits  and  Allowances  on 
Shafts  and  Housings. 

Calculating  Bearings  Loads. 

Interchangeable  Sizes  of 
Strom  Bearings. 


U.  S.  BALL  BEARING  MFG.  CO. 

(Conrad    Patent    Licensee) 

4535  PALMER  STREET,  CHICAGO,  ILL. 

740 


'IDEAL"  INDUSTRIAL  TRUCKS  AND  TRACTORS 


Complete  Power  Unit  Removed  from  Tractor. 


Models  of 

IDEAL  Trucks 

and  Tractors 


There  is  a  type  of  Ideal 
Truck  and  Tractor  for  ever)' 
purpose  of  Industrial  Hauling; 
Heavy  and  Light  Duty  Four 
Wheel  Tractors;  Three  Wheel 
Tractors;  High  Load-Carrying 

Trucks;  Low  Load-Carrying  Trucks;  Elevating  Plat 
form  Trucks;  Tier  Lift  Trucks;  Trucks  equipped  with 
Crane;  Side  Dump  Body  or  End  Dump  Body  and 
Industrial  Locomotives. 


Complete  Power  Plant   Being   Installed   in  a  High 
Load-Carrying  Truck. 

grades  or  pull  excessive  loads  over  bad  ground  with 
only  a  normal  ampere  consumption,  t.ie  clutch  is 
thrown  out  and  the  gears  meshed,  changing  the  over  all 
reduction  of  the  drive  from  \ll/2  to  1,  to  35  to  1. 


Electrically 
Welded  Frame 


Interchangeable 
Power  Unit 


On  all  of  these  types  except 
the  Locomotives  the  complete 
Power  Unit  is  interchangeable 
and  a  change  can  be  made  by 
two  men  in  30  minutes.  The 
following  parts  comprise  the 

Power  Unit:  Motor;  Hill  Climbing  Device;  Brake; 
Rear  Axle  Housing  with  Worm,  \Vorm-Gear  and 
Differential;  Rear  Axle;  Universal  Joint;  Drive 
Wheels;  Motor-Frame  and  Motor  Trunnion  Saddle. 
The  complete  power  unit  is  hung  on  two  trunnions 
permitting  it  to  swivel  on  a  horizontal  axis  and  by 
virtue  of  properly  proportioned  coil  springs  between 
the  rear  axle  housing  and  the  frame,  thus  relieve  the 
frame  of  strain  and  stresses  resulting  from  wheels 
passing  over  obstruction  or  depressions. 

A  new  feature  in  Industrial 
Truck  design  invented,  patented 
and  manufactured  by  the  Bing- 
hamton  Electric  Truck  Com 
pany;  a  simple  arrangement  of 
three  gears  and  a  positive  3- 

jawed  horn  clutch.  Ordinarily  the  motor  drives  di 
rectly  through  the  clutch,  but  in  order  to  ascend  steep 


The  entire  frame  is  electri- 
|  cally  welded,  doing  away  with 
[  riveting  and  bolting.  The  bat- 
|  tery-cradle  on  the  load  carrier 

i , , , .1   trucks   and   the   battery-box   on 

the  tractors,  form  a  part  of  the 

frame,  reinforcing  it  at  the  center.  Full  advantage 
lias  Ijeen  taken  of  the  heavy  section  of  the  bumper 
plates  to  strengthen  the  entire  construction. 


The  standard  over  all  width 
|  of  all  Ideal  Trucks  and  Trac- 
I  tors  is  34",  enabling  them  to 
{  pass  through  a  36"  door-way 

\ I   and  thus  eliminating  the  neces 
sity   for   remodeling  doors   and 
runwavs  in  older  factories. 


Over  All 
Width 


IDEAL 

Hill  Climbing 

Device 


IDEAL 

Service 


Classification 


We  maintain  a  staff  of  ex 
pert  Industrial  Transportation 
Engineers  whose  services  are  at 
your  disposal  in  selecting  the 
proper  type  of  Ideal  Trucks 
and  Tractors. 

All  types  of  Ideal  Trucks 
and  Tractors  are  classified  ac 
cording  to  batten-  capacity  as 
indicated  in  the  table  of  classes 
of  type  MM  Tractor.  All  other 
parts  are  identical  on  all  classes. 


CLASSIFICATION  OF  TRACTOIiS 

.    TYl'K    MM 

Class 

Battery 

Cnpac 

ty 

;" 

!• 

~s* 

—  t-e 
et'e.e 

£il 

o 

3. 
>» 

frn 

• 
1 

CD 

a 

Ckf 

IE 

*2 

i>K 

a% 

c^: 
—  — 
^  <*, 

A 

Ironclad 
Exide 

24 
42 
24 
42 
20 
3f- 
20 
:M 

Y, 
G-9 
15 
A-6 
11 
G-9 
15 
A-6 

272 
225 
238 
225 
272 
225 
23S 

12.86 
11.62 
11.26 
11.32 
10.72 
9.96 
9.38 
9.72 

85.65 
77.49 
75.02 
75.60 
71.45 
<56.42 
62.51 
64.80 

1  too 
1  to  6 
1  to  6 
1  to  6 
Ito5 
1  to  5 
1  to  5 
1  to  5 

3850 
3275 
3650 
Z-'JXi 
3600 
31-25 
3400 
3100 

Edison 

D 

Ironclad" 

Exide 

Edison 

C 

Ironclad 
Exlde 

Edison 

D 

Ironclad 
Kxido 

Edison 

Ideal  Tractor  Assembled. 


BINGHAMTON   ELECTRIC  TRUCK  CO. 

MAIN  OFFICE  AND  WORKS,  BINGHAMTON.  N.  Y. 
741 


EDISON  STORAGE  BATTERIES 


Industrial  Trucks  and  Trac 
tors,  Electric  Street  Trucks  and 
Application  Lumber  Carriers  need  a  battery 

having  strength,  long  life,  light 
weight    and    dependability.      A 
brief  description  indicates  how 
well  the  Edison  Battery  fills  all  the  requirements. 

The  Edison  Nickel-Iron-Alkaline  Storage  Battery 
consists  of  a  new  and  scientifically  correct  combination 
of  iron  and  nickel  elements  in  a  non-acid  electrolyte. 
This  new  combination,  the  result  of  several  years  of 
painstaking  work  on  the  part  of  Thomas  A.  Edison, 
eliminates  a  long  list  of  ordinary  battery  troubles,  and 
achieves  a  simplicity  and  permanence  hitherto  unbe 
lievable  in  battery  construction. 

Each  Edison  cell  is  encased  in  a  steel  container  or 
"jar"  having  corrugated  sides  for  increased  strength, 
with  top  and  bottom,  both  steel,  welded  on.  The  posi 
tive  plate  is  made  of  steel  tubes,  and  the  negative  of 
steel  pockets.  The  positive  tubes  contain  metallic  nickel 
and  nickel  hydrate  in  layers;  the  negative  pockets 
contain  iron  oxide. 

The  positive  and  negative  plates,  suitably  mounted 
on  steel  connecting  rods  and  poles,  are  intermeshed, 
properly  insulated,  and  submerged  in  the  alkaline 
solution,  or  electrolyte. 

The  chemical  reactions  do  not  destroy  the  mechani 
cal  strength  of  the  battery;  rather  the  alkaline 
solution  is  a  preservative  of  the  iron  and  sted 
members. 


Exclusive 

Advantages 


A  few  of  the  exclusive  advan 
tages    resulting    from    its    dis 
tinctive  characteristics  follow: 
It   is   light    in   weight.     The 

i , ,„ „ m „, , I   steel   container   is   unbreakable. 

It  suffers  small  loss  of  charge 

when  idle.  No  frequent  hydrometer  readings  are  neces 
sary.  The  tray  assembly  and  cell  connections  are 
simple.  Severe  vibration  and  concussion  have  no  effect 
upon  it. 

It  steadily  increases  in  capacity  for  the  first  eight  to 
twelve  months. 

Temperature  of  electrolyte  may 
3\      rise    to     115     degrees    Fahrenheit 


without  harm.  Sulphation  and  kin 
dred  "diseases"  like  buckling  or 
growing  of  plates,  are  impossible. 
It  may  be  boosted  at  high  rates, 
several  times  normal  rate  being 
safely  recommended  for  short  pe 
riods.  It  is  hermetically  sealed 
except  for  the  single  filler  opening, 
no  plate  renewals,  no  wood  sep 
arator  renewals  or  other  repairs 
needed. 

It  may  be  left  standing  idle, 
either  charged  or  discharged,  for 
months  at  a  time  without  injury 
and  with  absolutely  no  attention. 
It  gives  off  no  noxious  fumes  and  can  be  placed  in  any 
environment  without  fear  of  corroding  nearby  metal, 
or  injuring  persons  in  the  neighborhood.  It  can  be  put 
on  charge  at  any  time,  regardless  of  how  little  or  how 
much  of  the  previous  charge  has  been  used  and  sim 
ilarly,  it  may  be  taken  off  charge  at  any  time  and  used, 
whether  fully  charged  or  not. 


Plates  of 
son  Cell, 
in  front, 
behind. 


the    Edi- 
Positive 

negative 


Five  Type  A-5 
Edison  cells  in  trav. 


No  expert  battery  man  is  required  to  handle  an  Edi 
son  Battery.  Your  electrician  can  secure  the  very  best 
of  results. 

The  Edison  cell  to  cell  connectors  are  made  of  copper 
and  are  practically  unbreakable.  No  lead  straps  to  burn 
out  with  subsequent  delay  and  expense  incident  to  their 
repair. 

Accidents  that  are  bound  to  occur  occasionally,  as  for 
example,  short  circuits,  continued  overcharges,  charges 
in  the  reverse  direction,  excessive  "Boosting,"  or  charg 
ing  at  too  low  a  rate,  have  no  permanent  effect  upon 
its  life. 


Operation  and 
Maintenance 


There  is  nothing  complicated, 
nothing  mysterious  about  the 
storage  battery.  The  steel  and 
iron  construction  and  the  nickel- 

[„„ , ,„„„„„„„„„„„ , !    iron-alkaline    principle    of    the 

Edison  Battery  practically  elim 
inate  all  battery  troubles.  Besides  charging,  practically 
all  the  care  the  battery  needs  is  keeping  outside  of  cells 
clean  and  adding  distilled  water.  With  no  regular  plate 
renewals;  no  broken  parts  or  cracked  containers;  and 
no  ordinary  accident  that  will  put  the  battery  out  of 
commission,  the  Edison  Battery  gives  continuous  and 
uninterrupted  service. 

I       The    characteristics    of    long 

I  life  and  ruggedness  that  are  fea- 

Permanence       I   tures  of  the  service  of  Edison 

:    Batteries  may  be  summed  up  in 

I ,„„„ „ lm,i   one  word — permanence. 

That   this    feature    is   highly 

important  in  economical  and  successful  operation  hardly 
need  be  pointed  out.  Yet  such  is  the  superiority  of 
Edison  Batteries  in  this  regard  that  special  attention 
should  be  paid  to  this  point  when  considering  storage 
batteries  for  severe  service. 

The  ability  to  deliver  continuous  full  rated  capacity, 
even  after  years  of  service,  is  a  feature  distinctive  of 
Edison  Batteries.  As  a  matter  of  fact,  the  maximum 
life  for  an  Edison  Battery  cannot  yet  be  stated.  A 
great  many  Edison  Batteries  installed  six  and  seven 
years  ago  are  still  performing  their  daily  work  satis 
factorily;  there  have  been  no  renewals  of  plates  or 
separators. 


EDISON  STORAGE  BATTERY  CO.,  ORANGE,  N.  J. 

For   general   data   on  Edison   Batteries   see   page   719 

742 


BAKER  INDUSTRIAL  TRACTORS  AND  TRUCKS 


'~ The  Baker  R  &  L  Company 

Adaptability       i    manufactures  electric  trucks  and 

of  Baker  1  'rucks   |    tractors    for   inter-departmental, 

and  Tractors       I    factory    and    other    phases    of 

I, , , ,„ J   industrial  transportation. 

Baker  trucks  and  tractors  are 

in  efficient  use  by  scores  of  the  leading  corporations  of 
the  country.  They  wind  their  way  down  narrow  aisles, 
turn  the  sharpest  of  corners,  climb  ramps  and  perform 
the  widest  variety  of  tasks.  Whether  the  nature  of  the 
work  requires  a  husky  pull  or  the  rapid  shifting  of 
light  loads,  a  75%  saving  in  cost  of  material-handling 
over  the  cost  of  hand  truckage  is  not  uncommon.  Some1 
thing  more  than  60%  of  all  sales  are  repeat  orders 
from  satisfied  customers. 


98%    of   Parts 
Standardized 


All  parts   are  ruggedly  con 
structed  to  meet  the  most  severe 
usage.   Every  part  has  been  spe 
cially    developed    for    its    par 
ticular    service    by    engineering 
specialists  who  have  been  build 
ing  battery-driven  vehicles  since  the  beginning  of  the 
industry. 

Ninety-eight  per  cent  of  all  parts  on  all  models  are 
identical  and  interchangeable.  This  reduces  manufac 
turing  costs  and  user's  stocks  of  spare  parts.  In  emer 
gencies  complete  units  may  be  transferred  from  one 
truck  to  another. 

The  Baker  Utility 
Truck,  as  its  name  sig 
nifies,  is  designed  for 
general  trucking 
throughout  the  factory. 
It  has  a  load  carrying 
capacity  of  4,000  pounds 
and  is  furnished  with 
Steering  is  accomplished 


either   2 
through 


Baker   Utility   Truck 

or   4-wheel   drive, 
ill  four  wheels. 


Baker    Low   Platform    Truck 


The  Baker  Low  Plat 
form  Truck  is  built  with 
the  platform  as  near  the 
ground  as  possible  to 
facilitate  loading,  when 
the  load  is  composed  of 
heavy  units  stacked  on 
the  ground.  Two- wheel 
drive;  four-wheel  steer, 
load-carrying  capacity,  6,000  pounds. 

The  Low  Platform  Truck  can  be  equipped  with  either 
end  or  side  dump  bodies  of  27  or  40  cu.  ft.  in  order 
to  handle  bulk  material  such  as  coal  or  ashes. 

The  Baker  Elevating 
Truck  raises  and  lowers 
its  load  platform  4J/2 
inches  in  10  seconds  by 
means  of  an  auxiliary 
electric  motor.  Operated 
in  combination  with  an 
equipment  of  wooden  or 
remarkable  labor-saver  in 

handling  large  quantities  of  material  over  short  or  long 
distances.  Two-wheel  drive;  four-wheel  steer;  load- 
carrying  capacity  4,000  pounds. 


Baker   Elevating   Truck 

metal    platforms,    it    is    a 


Baker  Jib   Crane 


Baker  Swivel  Hoist  Truck 


Both  the  boom  and  the  load 
hoists  are  electrically  driven  on 
Baker  Jib  Crane  Trucks.  The 
separate  controls  are  operated 
from  the  dash  and  hence  the 
truck  and  crane  are  always 
under  control  of  the  operator. 
Hoisting  capacity,  1,500 
pounds;  truck  capacity,  3,500 
pounds. 

Baker  Swivel  Hoist 
Trucks  are  regularly  fur 
nished  with  a  hoisting  ca 
pacity  of  1,000  or  1,500 
pounds.  The  carrying  ca 
pacity  of  the  truck  is 
3,500  pounds.  The  hoist 
locks  in  the  central  posi 
tion  and  is  electrically 
driven  by  a  separate  motor. 

Baker  Tractors  are  built 
in  two  models.  The  three- 
wheel  type  has  a  rated 
draw-bar  pull  of  300 
'  pounds  and  a  starting 
draw-bar  pull  of  1,800 
pounds.  Its  speed  varies 
from  1  to  6y2  M.P.H.  and 
it  trails  a  load  from  ll/2  to 
15  tons. 

The  four-wheel  tractor  has  a  rated  draw-bar  pull  of 
400  pounds  and  a  starting  draw-bar  pull  of  2,000  to 
3, 000  pounds.  It  is  built 
with  two  or  four-wheel 
drive  and  four-wheel 
steer.  The  speed  can  be 
varied  from  2  to  6  M. 
P.  H.  and  will  haul  from 
10  to  20  tons.  The  four- 
wheel  tractor  is  also  fur 
nished  in  the  locomotive 
type  with  flanged  wheels 
for  industrial  railways.  Baker  (-Wheel  Tractor 

In     all     models     the 

Baker  tractor  is  a  definitely  huskier  and  more  rugged 
machine  than  is  commonlv  offered. 


Baker  3-Wheel  Tractor 


Baker 

Series  "C" 


Baker  Series  C  sets  entirely 
new  standards  for  industrial 
tractors  and  trucks.  Numerous 
refinements  of  construction  put 
these  machines  in  a  class  by 
themselves.  Every  one  of  these 

refinements  is  aimed  at  continuity  of  service  and  Baker 
Series  C  Tractors  and  Trucks  move  heavier  loads,  move 
them  farther  on  a  charge  and  cost  less  to  operate  than 
any  industrial  truck  yet  produced. 


An  exclusive  Baker  axle  sus 
pension  which  allows  for  more 
flexibility,  maintains  accurate 
alignment  at  all  times  between 
the  axle  and  the  frame  and  re 
lieves  the  springs  of  all  driving 

strain.     It  reduces  wear  and  tear  on  the  machines  and 

cuts  maintenance  cost 


Duplex 

Compensating 

Suspension 


BAKER    INDUSTRIAL    DIVISION    OF 

THE  BAKER  R  &  L  COMPANY,  CLEVELAND 

743 


EL  WELL-PARKER  TRUCKS  AND  TRACTORS 


Universally 
Used 


"'I  Material  handling  by  means 
of  electric  battery  driven  rubber 
tired  trucks  and  tractors  is  a 

(proven  economy.  This  is  evi 
denced  by  practically  all  pro 
gressive  concerns  in  the  United 

States,    and    many    abroad,    installing    this    haulage 
system. 

Over  one  thousand  of  these  users,  representing  173 
branches  of  industry,  have  adopted  Elwell-Parkers  for 
their  standard. 

Ehvell-Parker  Haulage  Units  are  backed  by  the 
longest  actual  experience  in  this  industry.  All  types 
incorporate  the  most  recent  electrical  and  mechanical 
improvements  developed  in  the  automotive  and  machine 
tool  industries.  Average  upkeep  costs  on  an  Elwell- 
Parker  will  prove  to  be  less  than  on  any  other  make  of 
electric  or  gasoline  truck  or  tractor  used  for  inside 
transportation. 


Points  of 
Superiority 


Fewer  Parts. 
Shorter  Wiring. 
Larger  Wheels. 
Greater  Clearance. 
Larger  Motors. 
Greatest  Mileage. 


No  Fuses  Required. 
Full  Floating  Axles. 
Removable  Bushings. 
Interchangeable  Parts. 
Free  Coasting  Worms. 
No  Delicate  Parts. 
Oversize  Bearings. 
Safer  on  Inclines. 
Independent  Brakes. 
Interlocked  Control. 
Unit  Power  Plants. 


Impossible  to  move  unless  operator  is  on  truck. 
Brakes  set  automatically  when  dismounting.  All  parts 
accessible  whether  truck  is  loaded  or  empty. 

Key  to  illustrated  types  opposite — 

No  1  &     2  "Self-Loading"    Elevating   Platform    Truck. 

No  3  Light    Utility    Platform    Load    Carrier. 

No  4  "Self-Loading"    Revolving    Crane    Truck. 

No  5  &  12  Heavy   Duty  Tractor  or   Floor   Locomotive. 

No  6  &  11  Heavy    Utility   Platform    Load    Carrier. 

No  7  &     8  Straight   and    Drop    Frame    Baggage   Truck. 

No  9  Carrier  with   Detachable   End   Dump   Body. 

No  10  Carrier    with    Detachable    Side    Dump    Body. 


General 
Specifications 


Speeds — 400  to  700  ft.  p.m. 

Truck  Capacities — 4,000  Ib. 

Crane  Cap— 1,000  to  3,000  Ib. 

Platforms — 10  to  35  sq.  ft. 

Platform  Height — 11   to  33". 

Dump  Cap — 30  to  40  cu.  ft. 
Four  Wheel  Steer  Trucks,  Front  Wheel  Steer  Trac 
tors,  Special  Roll  Paper,  Furnace  Charging,  Stacking, 
Ammunition,  Crane,  Dump,  Tiering,  Lifting  or 
Flanged  Wheel  Trucks  for  rail  operation.  Exide  Iron 
clad  or  Edison  Battery  furnished  to  operate  15  to  20 
miles  per  charge.  Power  costs  approximately  25c.  per 
day. 

One  man  with  a  Lift  Truck  has  handled  125  to  150- 
-lb.  loads  on  separate  platforms,  a  distance  of  400 
to  500  feet  per  day. 

One  man  with  a  Tractor  has  transferred  275  tons  of 
bagged  goods  a  distance  of  1,800  ft.  in  seven  hours 

A  Crane  Truck  saved  $27.70  per  day  for  one  user 
stacking  castings  in  the  storage  yard 

Complete  data  will  be  furnished  upon  request. 


ELWELL-PARKER  ELECTRIC  COMPANY 

CLEVELAND,   OHIO 


744 


"AUTOMATIC"  TRUCKS  AND  TRACTORS 


I  A  Type  of  Truck 

for  All 
Conditions 


Automatic     Storage     Battery 
Industrial    trucks    and    tractors 
comprise  eighteen   different 
types,    each    of    which    is    well 
adapted  for  the  handling  of  cer 
tain  classes  of  material. 
There  are  three-wheel  tractors,  four-wheel  tractors, 
rail  locomotives,  crane  trucks,   hopper   trucks,   lifting 
trucks,  etc.  The  illustrations  show  some  of  these  models. 
Tracks  are  not  needed  for  the  tractor  type  and  these 
tractors  can  haul  their  trains  around  corners,  through 
narrow  aisles  and  up  grades.    The  Automatic  Trans 
portation  Co.  are  the  world's  largest  manufacturers  of 
storage  hatterv  trucks  and  tractors. 


Type  "E"  Worm  Drive. 


Straight   Frame   Baggage. 


Type  "E"  Worm  Drive;  Length,  118";  Width,  41"; 
Platform,  98  x  41";  Height  of  platform,  22^";  Wheel 
base,  60";  Capacity,  4,000  Ibs. 

Straight  Frame  Baggage  Truck;  Length,  170"; 
Width,  44";  Platform,  144  x  44";  Height  of  platform, 
33";  Wheel  base,  96";  Capacity,  4,000  Ibs. 


Tiering-Lifting  Truck. 


Type  "D"  Chain  Drive. 


Tiering-Lifting  Truck  made  in  three  standard 
heights  with  lifts  of  40,  60  and  75";  Length,  116"; 
Width,  37^";  Platform,  51^"  x  26";  Wheel  base, 
56";  Capacity,  4,000  Ibs. 

Type  "D"  Chain  Drive  Tractor:  Length,  76"; 
Width,  38";  Wheel  base,  38^";  Draw  bar  pull  normal, 
250  Ibs;  ultimate,  1,000  Ibs. 


Type   "H"    Truck   with 
Hopper. 


Type     "L"     Elevating     Plat 
form  Truck. 


Industrial 

Transportation 

Service 


The  most  rapid  and  econom 
ical  manner  of  conveying  raw 
material  of  finished  articles  in 
a  factory  has  in  many  cases 
proved  to  be  by  electric  storage 
battery  trucks  or  tractors.  In  the 
case  of  the  truck,  the  load  is  carried  on  a  single  self- 
propelled  electric  storage  vehicle  with  a  platform.  In 
other  cases  a  train  of  trailers  is  hauled  either  by  a 
storage  battery  tractor  or  by  an  engine.  Low  cost  of 
transportation  is  obtained  because  the  truck  or  train 
will  handle  more  material  with  less  labor  than  hand 
trucks  or  teams.  The  operation  of  the  machines  is 
simple.  Operating  costs  are  low. 


Three  Wheel  Tractor. 


Type  "E"  3000  Ib.  Crane. 


Type  "T"  Three  Wheel  Tractor  Worm  Drive; 
Length,  72";  Width,  40";  Wheel-base,  41%";  Draw 
bar  pull  normal,  600  Ibs.;  Draw  bar  pull  ultimate 
1,600  Ibs. 

Type  "E"  Worm  Drive  Truck  with  3,000  Ib.  crane — 
for  specifications  see  Type  "E"  Worm  Drive  Truck. 


Type  AA   Locomotive. 


Type    "R''   Worm    Drive. 


Type  "A A''  Locomotive  made  to  fit  gauges  18"  to 
36";  Length,  72";  Width  gauge  plus  6";  Wheel-base, 
28";  Draw  bar  pull  normal,  350  Ibs.;  Draw  bar  pull 
ultimate,  1,400  Ibs. 

Type  "R"  Truck  Worm  Drive;  Length,  83";  Width, 
28^";  Platform,  64'4  x  2&y2";  Height  of  Platform, 
20J4";  Wheel-base,  36";  Capacity,  2,000  Ibs. 


Type     "M"     Heavy     Duty 
Tractor. 


Type   "D"    Chain    Drive 
Truck. 


Type  "H"  Worm  drive  truck  with  hopper;  Length,  Type  "M"  Heavy  Duty  Tractor  Worm  Drive; 

111";  Width,  54";  Wheel-base,  52^";  Capacity,  4,000  Length,  84%";  Width,  39^";  Wheel-base,  44";  Draw 

Ibs.  bar  pull  normal,  800  Ibs.;  ultimate.  2.000  Ibs. 

Type  "L"  Elevating  Platform  Truck;  Length,  103";  Type  "D"  Chain  Drive  Truck;  Length,  91%"; 
Width,  37^";  Wheel-base,  54";  Height  of  Lift,  3y2";  Width,  38";  Platform,  61}4"  x  36";  Height  of  Plat- 
Capacity,  4,000  Ibs.  form,  20";  Wheel-base,  385/g";  Capacity,  4,000  Ibs. 


THE  AUTOMATIC  TRANSPORTATION  CO. 

Main  Office,   BUFFALO,   N.  Y.      Branches  in   all  principal   cities. 

745 


POWELL  PRESSED  STEEL  PLATFORMS 


The  Pressed  Steel  Platforms  shown  in  the  insert  are  produced  cold  on  these  giant 

presses.     These  two  presses  will  handle  material  up  to   13  ft.  6   in.   in  length,  60 

in.  in  diameter,  and   draw  to   a   depth   of  20   in. 


Powell  Platforms 

Give  Long, 
Lasting  Service 


Powell  Pressed  Steel  Plat 
forms  are  made  of  a  single  sheet 
of  heavy  gauge  steel — without 
joints  or  seams.  They  are  de 
signed  for  service  with  any  lift 
truck,  carrying  the  heaviest 
loads  with  not  the  slightest  danger  of  breakage  or  acci 
dent.  Their  lasting  durability  is  practically  unlimited. 
They  never  need  repair  and  never  collapse.  They  are 
pressed  cold — standing  absolutely  rigid  under  the 
greatest  strain. 

One  Powell  Platform  will  outlast  a  dozen  wooden 
ones.       They     are     indestructible — never     sag — never 


cause  delay — never  give  way  under  the  heaviest  loads. 
Powell  Platforms  are  designed  to  suit  each  particular 
user.     They  are  made  in  any  size  and  of  any  thickness 
from  7  to  1 2  gauge  steel. 


Strength 

in  the 

Buckles 


Powell  Pressed  Steel  Plat 
forms  are  shaped  cold.  In  the 
illustration  above  are  shown 
two  of  the  presses  on  which  the 
work  is  done.  The  most  im 
portant  feature  of  Powell  Plat 
forms  is  the  buckle  in  the  corner  of  each  corrugation  as 
shown  in  the  lower  illustration.  It  is  this  buckle  which 
gives  strength  and  rigidity  to  the  legs  of  the  platform. 
The  corrugations  of  the  platforms  are  %  inch  deep  and 
\l/2  inches  wide,  spaced  on  6  inch  centers.  Cold  form 
ing  of  these  deep  corrugations  makes  the  buckles  which 
give  the  platform  lasting  strength.  These  buckles  fur 
nish  the  final  touch  of  perfect  rigidity  and  endurance. 


Showing  Buckle  in  Corrugations  of  Powell  Platforn 


The  economy  of  Powell  Plat- 
The  Most  forms  is  evident  when  the  heavy 

Economical  costs  of  repairing  and  replacing 

Platform  wooden    platforms    are    consid- 

, iiimim \   ered.      Powell    Platforms    are 

made  to  give  service  indefinitely 

— to  do  away  with  all  repair  costs  and  to  stand  the 
roughest  usage.  And  their  initial  cost  is  so  low  that 
their  comparison  with  wooden  platforms  need  no 
longer  be  considered. 


THE  POWELL  PRESSED  STEEL  COMPANY,  HUBBARD,  O. 


(Suburb   of  Youngstown,   Ohio) 
746 


COWAN  SELF-LOADING  HAND  TRUCK 


Elevated  with 

One  Stroke  of 

the  Handle 


The  Cowan  Self-Loading 
Hand  Truck  in  conjunction  with 
wooden  or  metal  platforms 
offers  a  quick  and  economical 
means  of  transporting  materials 
without  rehandling.  The  truck 
is  elevated  by  a  single  downward  sweep  of  the  handle 
lifting  the  loaded  or  empty  platforms  from  the  floor.  It 
saves  labor,  time  and  floor  space,  and  prevents  wastage 
and  breakage  on  account  of  goods  being  piled  directly 
on  the  floor. 


Standard 

and  High  Lift 

Types 


There  are  two  standard  types, 
G  and  GB,  of  the  Cowan  Self- 
Loading  Hand  Truck,  both  with 
the  same  general  structural  fea 
tures.  The  frame  of  type  GB 
is  wider  than  that  of  G,  as  it  is 

intended  for  handling  unwieldy  and  more  bulky  loads. 

Both  are  guaranteed  up  to  5,000  Ibs.  capacity,  and  as 

to  materials  and  workmanship. 


e  G. 


The  standard  lift  is  1  13/16  inches,  but  there  is  a 
variation  of  each  type,  known  as  "high-lift  types  GH 
and  GBH,"  with  a  lift  of  2?4  inches.  The  additional 
height  of  the  load  above  the  floor  or  ground,  when  in 
transit  on  these  high-lift  types,  is  an  advantage  in 
traveling  over  rough  surfaces. 

Any  type  can  be  furnished  with  either  one  or  t\vo 
wheels  in  front,  at  the  option  of  the  purchaser.  A  pair 
of  wheels  in  front  give  additional  stability  with  bulky 
loads  or  over  very  uneven  surfaces. 


The  materials  used  in  the 
construction  of  the  Cowan  Self- 
Loading  Hand  Truck  are  se 
lected  as  those  best  suited  for 

i , inm -j   each   part.     The  most   skillful 

workmanship  in  the  construction 
of  the  truck,  as  well  as  the  quality  of  the  raw  materials 


Mechanical 
Advantages 


used,  are  checked  up  by  a  series  of  inspections  and 
tests  starting  with  the  selection  of  the  raw  materials 
and  going  through  to  the  completed  working  product. 

The  handle  fork  straddles  a  king  pin.  This  king 
pin  is  of  large  diameter  and  will  withstand  severe 
shocks. 

Absolute  accuracy  on  all  machined  parts  insures 
smooth  and  flexible  operation.  A  generous  oil  hole  is 
provided  for  every  bearing  point  and  moving  part. 
Every  oil  hole  is  conspicuous  and  accessible. 

The  wheels  have  wide  flanges  which  add  materially 
to  the  stability  of  the  truck,  at  the  same  time  conserving 
the  floors  upon  which  they  travel.  There  are  extra  large 
roller  bearings  of  the  highest  grade  in  each  wheel.  The 
oil  reservoir  assures  perfect  lubrication  and  the  dust 
cap  protects  the  bearings  from  dirt  and  grit. 


Cowan  Safety 
Features 


There  are  several  distinctive 
safety  features  incorporated  in 
this  truck.  The  lifting  link 
drops  away  from  the  handle 
after  the  load  is  elevated.  It 
cannot  interfere  with  the  steer 
ing  nor  engage  the  handle  in  lowering.  An  hydraulic 
release  check  lowers  the  load  slowly  and  evenly  to  the 
floor.  This  check  is  of  the  compensating  type  so  that 
heavy  loads  do  not  drop  faster  than  light  loads. 


Platforms  for 

Various 
Industries 


Material  entering  the  con 
struction  of  the  platform  or  skid 
while  usually  of  spruce,  varies 
according  to  the  nature  of  the 
load.  Special  platforms  for 
special  loads  can  be  designed 

and  the  Cowan  Truck  Company  will  be  glad  to  co 
operate  with  any  Self-Loading  Hand  Truck  user  in  de 
signing  platforms  to  suit  his  particular  needs. 


Service  and 
Cooperation 


Cowan  representatives  have 
been  intimately  connected  with 
the  solution  of  many  material 
handling  problems  and  will 

\ „,„„„„ , 1    gladly  study  the  problem  of  any 

prospective  customer  from  every 

angle.  They  are  at  the  customer's  service  to  point  out 
ways  and  means  for  time  and  labor  saving,  and  to  plan 
a  system  best  adapted  to  his  needs,  whether  it  is  desir 
able  to  use  Self-Loading  Hand  Trucks  or  Electric  Self- 
Loading  Trucks  (shown  on  page  732),  or  a  combina 
tion  of  both. 

Complete  description,  specifications  and  photographs 
will  be  sent  upon  written  request. 


COWAN  TRUCK  COMPANY,  HOLYOKE,  MASS. 


747 


CLARK  TRUCKS 


Standard 

Parts  for  All 

Trucks 


The  Geo.  P.  Clark  Co.  makes 
"everything  in  trucks"  from  a 
castor  to  the  most  complex  and 
specially  designed  trucks  for 
industrial  use. 

Each    part    of    their    regular 

truck  is  standard  and  made  in  large  quantities.  Spe 
cial  trucks  are  made  from  these  standardized  parts 
wherever  possible  to  reduce  the  number  of  new  parts  to 
be  made  and  cut  down  the  cost  of  production. 

Under  ordinary  circumstances  the  company  can  re 
place  any  part  of  any  truck  made  either  by  themselves 
or  by  others  when  not  covered  by  patents.  Except  in 
rare  instances,  this  is  done  from  stock.  These  parts 
can  be  furnished  singly  to  individuals  or  in  large 
quantities  to  manufacturers  needing  them  for  their  own 
product. 


DIMENSIONS  OF  TRANSFER  TRUCKS 

Type 

Capacity 

Length  Over  All  Inches 

Height 
of 
Top  of 
Frame 
from 
Floor 

Handle  Down 

Handle  Up 

Frame 
Up 

Frame 
Down 

Frame 
Up 

Frame 
Down 

*' 
oj 

f*. 

3 

i 

\VN31 
WN32 
W.V41 
WN42 
\V.\51 
W.V52 
WN61 
WN62 
WN64 
WN65 

10CO    - 
1CCO 
10CO 
1000 

iceo 

3000 
2500 
2500 
2500 
2500 

81% 
91% 
82% 
92% 
82% 
92% 
78% 
88% 
88% 
98% 

85% 
<»% 
86% 
96% 
86% 
96% 

:KV~ 

48% 
39% 
49% 
39% 
49% 
40 
50 
50 
60 

44 

54 
45 
55 
45 

55 

44% 
54% 
54% 
64% 

7% 
7% 
8% 
8% 
9% 
9% 
8 
8 
8 
8 

6 
6 

7 
7 
8 

I 

I 

6 

Service  for 
Truck  Users 


The  company  maintains  a 
service  department  for  the  bene 
fit  of  all  users  of  trucks  of  any 
make.  No  problem  is  too  in 
significant  to  merit  the  attention 
of  this  department  and  none  too 

big  for  it  to  handle.  With  complete  standardization  of 
parts,  and  the  wide  experience  and  skilled  workmanship 
of  its  employees  the  company  can  give  prompt,  efficient 
sen-ice  to  all  truck  users. 


Combination  Hand  Truck  and  Trailer,  Type  NL11. 


Clark 
Transfer  Truck? 


The  Clark  three-wheel  trans 
fer  truck  is  one  of  the  lightest  on 
the  market.  Strength  has  been 
maintained  at  the  same  time 
through  the  use  of  steel  channels 
and  flat  bars.  Carefully  selected 

roller  bearings  render  the  wheels  easy  running  and  the 
truck  stands  up  well  under  the  most  exacting  conditions. 
These  two  features,  lightness  and  ease  of  operation, 
are  most  important  factors.  Incorporated  in  these 
trucks  they  save  the  workman  the  exertion  of  handling 
unnecessary  weight  and  enable  him  to  do  a  greater 
amount  of  work  per  day  with  less  effort. 

Clark  transfer  trucks  are  made  with  capacities  rang 
ing  from  100  Ibs.  to  2,500  Ibs.     The  frame  rods  and 
handle  are  all  made  of  steel,  the  axles  are  steel  fitted 
with  iron  wheels  equipped  with  either 
Clark  or  Hyatt  roller  bearings.     A  fool 
proof  device,   operated  by  the  handle, 
raises  and  lowers  the  upper  frame  of 
the  truck,   raises  the  load,  moves  the 
truck  and  lowers  the  load.    The  handle 
it.-elf  is  attached  to  the  top  of  a  heap 
swivel  which  allows  the  truck  to  turn 
sharp  corners  easily. 


Other  Clark 
Trucks 


Clark  Tran&ter  Truck. 


The  combination  truck  and 
trailer  shown  above  is  built  en 
tirely  of  metal  and  designed  for 
handling  hot  or  cold  sheet 
metal,  large  castings,  etc. 

The  freight  truck  shown  be 
low  is  used  around  depots,  docks,  etc.  It  is  well-made 
with  sufficient  bracing  to  guarantee  a  long  life. 

These  trucks  are  two  from  among  thousands  built 
by  this  company.  They  have  on  file  over  one  thousand 
photographs  of  special  trucks  which  they  have  built  for 
almost  every  conceivable  purpose.  These  are  in  addi 
tion  to  the  many  standard  trucks  shown  in  the  bulletins 
issued  by  the  company.  These  bulletins  are  listed  lie- 
low  and  will  be  sent  to  anyone  desiring  them. 

Bulletins: 

AC  Wheels  and 
Casters. 

D  Trucks  for 
Wood  Workers. 

E  Butchers  and 
Packers'  Trucks. 

F  Fibre  Cars, 
Rattan,  Splint  and 
Canvas  Baskets. 

G  Office  Trucks, 
Hospital  Trucks. 

H  Miscellaneous 
Trucks. 

J  Platform, 
Table  and  Express 
Trucks,  etc. 

K  Paper  Makers 
and  Printer  s' 
Trucks. 

M  Dry  Goods, 
Dye  House  and 
Clark  Hand  Truck,  Type  B3JFB15.  Laundry  Trucks. 


GEORGE  P.  CLARK  CO.,  WINDSOR  LOCKS,  CONN. 


748 


REEDY  ELEVATORS 


H.  J.  Reedy  V-Groove  Traction  Drive  Elevator. 


Half  a  Century 
of  Elevator 
Experience 


The  H.  J.  Reedy  Co.  was 
established  in  1858.  This  com- 
pany  has  to  its  credit  the  de- 
velopment  of  some  of  the  perma- 

nent   engineering    advancements 

of    the    Elevator    Industry    in 
which  Industry  it  was  a  pioneer. 

This  factory  has  been  in  continuous  operation  for 
over  half  a  century  and  the  highest  standards  of 
mechanical  design  with  respect  to  safety,  durability 
and  economical  service  have  been  persistently  main 
tained. 


Reedy  V-Groove 

Traction  Drive 

Elevators 


The  illustration  of  the  electric 
elevator  shown  on  this  page  ap 
pears,  to  one  not  versed  in 
elevator  engineering,  to  be  the 
ordinary  electric  elevator.  Every 
part  of  the  equipment  shown  is 
similar  to  standard  machines  with  the  exception  of  the 
driving  sheave  with  its  V-grooves. 

The  Reedy  Co.  has  been  using  this  V-groove  traction 
method  of  drive  for  the  past  thirty-one  years.  A  few 
years  ago  its  principle  was  adopted  universally.  Any 
other  type  of  traction  drive  elevator  was  not  a  success 
for  the  following  reasons: 

First,  it  was  limited  to  the  loads  it  could  lift  without 
slippage;  second,  the  cost  of  maintenance  was  out  of 
proportion  to  the  service  rendered:  third,  its  cost  of 
operation  was  prohibitive  because  of  the  excess  current 
used. 

With  the  adoption  of  the  V-groove.  the  traction 
drive  elevator  became  at  once  safer,  less  expensive  to 
maintain  and  more  efficient. 


The  design  and  manufacture 
Successfully  of  this  V-grooved  sheave  is  not 

Designed  by  as    simple    as    it    appears.      Its 

Reedy  Co.  verv  simplicity  is  deceptive.     Its 

success  depends  upon  engineer 
ing   knowledge   expressed    in    a 

series  of  formula  acquired  by  years  of  experimenting. 
These  formulas  now  used  by  the  Reedy  Co.  have  been 
proven  both  mathematically  and  mechanically  correct 
by  the  continuous  operation,  for  the  past  31  years,  of 
high  speed  steam  elevators  with  the  same  V-groove 
sheave.  These  sheaves  have  never  required  replace 
ment  or  re-cutting  since  their  installation. 


Other  Reedy 
Elevators 


Besides  the  V-groove  traction 
drive  elevator  the  Reedy  Co. 
manufactures  many  other  types 
of  passenger  and  freight  eleva 
tors,  some  of  which  are  listed 
belcw. 

Direct  Connected  Electric  Worm  Gear  Elevators,  5 
Types. 

Belt  Connected  Electric  Elevators,  6  Types. 

Tush  Button  Electric  Elevators. 

Electric  and  Hydraulic  Automobile  Lifts. 

Electric  and  Hydraulic  Ash  Hoists. 

Direct  Lift  or  Plunger  Hydraulic  Elevators. 

Horizontal  and  Vertical  Hydraulic  Elevators. 

Horizontal  and  Vertical  Steam  Elevators. 

Worm  Gear  Elevators. 

Driven  from  Line  Shaft.  Gas  Engine,  Electric  Motor, 
Hand  Power  Elevators. 

Five  Types  of  Hand  Power  Freight  Elevators. 


H.  J.  REEDY  CO.,  CINCINNATI,  OHIO,  U.  S.  A. 


749 


OTIS   ELEVATORS 


Cooperation 


In  the  distribution  and  move 
ment  of  goods  in  any  plant  of 
two  or  more  stories  in  height, 
vertical  transportation  plays  a 
most  important  part.  Not  only 
is  elevator  service  necessary  to 
the  multi-storied  plants  of  large  dimensions,  but  it  is 
no  less  essential  to  the  factory,  warehouse,  or  loft,  of 
more  modest  size.  It  is  essential,  therefore,  that  a  care 
ful  study  should  be  made  of  each  individual  case  to 
determine  the  number,  type  and  duties  of  the  elevators 
required,  as  well  as  the  proper  location  and  grouping 
of  the  elevators  with  respect  to  the  horizontal  movement 
of  the  material. 

With  offices  in  over  100  cities  in  the  United  States, 
the  Otis  Elevator  Company  offers  its  cooperation  in 
every  way  in  the  determination  of  the  proper  elevator 
equipment  and  in  planning  provisions  for  such  equip 
ment.  The  Company,  with  a  background  of  over  65 
years  of  elevator  designing  and  building,  is  well  quali 
fied  to  aid  in  the  solution  of  problems  of  vertical  trans 
portation  of  materials. 


well  installed,  its  real  service  value  will  not  be  all  that 
it  should  be  unless  the  elevator  is  properly  taken  care 
of.  Periodic  examination  by  trained  elevator  experts 
and  reliable  repair  service  by  expert  workmen  is  the 
surest  and  safest  method  of  keeping  your  elevators 
tuned  up  to  their  highest  efficiency.  A  complete  list  of 
Otis  offices  in  the  United  States  is  given  below.  Any 
one  of  these  offices  will  gladly  give  any  desired  infor 
mation  in  regard  to  Otis  Service. 


Manufacture 
and   Design 


Otis  Elevators  are  designed 
by  engineers  long  trained  in 
problems  of  elevator  travel.  In 
all  their  different  parts — 
motor,  controller,  brake,  gear 
ing  and  guide  rails — they  are 

manufactured  in  Otis  shops.  For  this  reason  each  part 
is  made  to  function  with  all  other  parts.  The  motor  is 
strictly  an  elevator  motor,  the  gears  are  accurately  cut, 
every  part  is  well  and  carefully  made  to  meet  the  severe 
requirements  of  elevator  service. 


j 


Otis  Service 


Otis  responsibility  does  not 
end  with  the  completion  of  a 
successful  installation.  No  mat 
ter  how  skillfully  an  elevator 
may  be  designed,  how  carefully 
it  may  be  manufactured,  or  how 


Freight  elevators,   as  a   rule, 

Duties  and  are  recluired  for  services  of  the 

„  heavier  duties — of  greater  loads 

at    lower    speeds.     The    usual 

I,,,,, ,„„„„„ „ „„„ , i   duties    range    from    1 ,000    to 

8,000  Ibs.,  at  speeds  from  25  to 
200  feet  per  minute,  although  Otis  Freight  Elevators 


DIRECTORY 

OF    OFFICES    OF 

THE    OTIS    ELEVATOR    COMPANY 

In  the 

United  States 

Akron,    Ohio 

Dubuque,    la. 

Madison,  Wis. 

San  Francisco,  Calif. 

Albany,  N.  Y. 

Duluth,    Minn. 

Macon,    Ga. 

San  Jose,   Calif. 

Allentown,    Pa. 

East  St.   Louis,  111. 

Memphis,  Tenn. 

Savannah,    Ga. 

Asheville,    N.    C. 

El  Paso,  Texas 

Miami,  Fla. 

Scranton,   Pa. 

Altoona,    Pa. 

Erie,    Pa. 

Milwaukee.    Wis. 

Seattle,    Wash. 

Atlanta,    Ga. 

Evansville,   Ind. 

Minneapolis,   Minn. 

Shreveport,  La. 

Atlantic   City,  N.  J. 

Flint,    Mich. 

Mobile,  Ala. 

Sioux  City,  la. 

Augusta,  Ga. 

Fort   Smith,   Ark. 

Montgomery,   Ala. 

Sioux  Falls,  S.   D. 

Aurora,   111. 

Fort    Wayne,    Ind. 

Muskogee,  Okla. 

South  Bend,  Ind. 

Austin,  Tex. 

Forth    Worth,    Tex. 

Nashville,  Tenn. 

Spokane,  Wash. 

Baltimore,    Md. 

Fresno,    Calif. 

Newark,   N.   J. 

Springfield,    111. 

Bangor,    Me. 

Galveston,   Tex. 

New    Bedford,    Mass. 

Springfield,    Mass. 

Beaumont,  Tex. 

Grand    Rapids,    Mich. 

New    Haven,    Conn. 

Springfield,    Mo. 

Birmingham,    Ala. 

Gfeen   Bay,   Wis. 

New    Orleans,    La. 

Springfield,    O. 

Boise,   Idaho 

Greensboro,    N.    C. 

New  York,  N.  Y. 

St.  Joseph,   Mo. 

Boston,   Mass. 

Greenville,  S.  C. 

Niagara   Falls,   N.   Y. 

St.  Louis,  Mo. 

Bridgeport,   Conn. 

Hammond,    Ind. 

Norfolk,   Va. 

St.    Paul,    Minn. 

Brockton,  Mass. 

Harrisburg,   Pa. 

Oakland,   Calif. 

Stockton,    Calif. 

Brooklyn,  N.   Y. 

Harrison,    N.    J.    (Works) 

Oklahoma   City,    Okla. 

Syracuse.   N.   Y. 

Buffalo,  N.  Y.  (Office  &  Works) 

Hartford,    Conn. 

Omaha,   Neb. 

Tacoma,   Wash. 

Burlington,   la. 

Haverhill,    Mass. 

Paterson,   N.  J. 

Tampa,  Fla. 

Butte,   Montana 

Hot   Springs,   Ark. 

Peoria,  111. 

Terre  Haute,  Ind. 

Canton,   Ohio 

Houston,   Tex. 

Petersburg,    Va. 

Toledo,    Ohio 

Cedar  Rapids,  la. 

Hunting!  on,   W.   Va. 

Philadelphia,  Pa. 

Topeka,   Kansas 

Charleston,   S.   C. 

Indianapolis,  Ind. 

Phoenix,   Ariz. 

Trenton,   N.    T. 

Charleston,  W.  Va. 

Jackson,   Mich. 

Pittsburgh,    Pa. 

Troy,   N.    Y.  " 

Charlotte,  N.  C. 

Jackson,  Miss. 

Pittsfield,   Mass. 

Tulsa,   Okla. 

Chattanooga,    Tenn. 

Jacksonville,  Fla. 

Portland,   Me. 

Utica,  N.   Y. 

Chicago,  111. 

Jamestown,  N.   Y. 

Portland,    Ore. 

Waco,   Tex. 

Cincinnati,   O. 

Johnstown,    Pa. 

Poughkeepsie,  N.  Y. 

Washington,    D.    C. 

Cleveland,    O. 

Joplin,    Mo. 

Providence,   R.   I. 

Waterbury,   Conn. 

Colorado   Springs,    Colo. 
Columbia,  S.  C. 

Kalamazoo,    Mich. 
Kansas   City,   Mo. 

Quincy,  111.   (Office  £ 
Reading,  Pa. 

Works)             Waterloo,    la. 
Watertown,    N.    Y. 

Columbus,   O. 

Knoxville,    Tenn. 

Richmond.   Va. 

Wheeling,   W.    Va. 

Dallas,  Texas 

La   Crosse,   Wis. 

Roanoke,   Va. 

Wichita,   Kan. 

Danville,   111. 

Lexington,    Ky. 

Rochester,   N.  Y. 

Wilkes   Barre,   Pa. 

Davenport,    la. 

Lincoln,   Neb. 

Rockford,   111. 

Wilmington,  Del. 

Dayton,    (  ). 

Little  Rock,  Ark. 

Sacramento,   Calif. 

Wilmington,  N.  C. 

Denver,  Colo. 

Los   Angeles,    Calif. 

Saginaw,  Mich. 

Wichita   Falls,   Texn 

Des  Moines,  la. 

Louisville,   Ky. 

Salt    Lake    City,   Utah 

Worcester,    Mass. 

Detroit,    Mich. 

Lowell,    Mass. 

San   Antonio,    Tex. 

Yonkers,  N.  Y.  (Wks.) 

Lynchburg,    Va. 

San  Diego,  Calif. 

Youngstown,    Ohio 

In 

Canada 

Calgary,  Alberta 

Hamilton,    Ont. 

Quebec,    P.    Q. 

Victoria,    B.    C. 

Edmonton,    Alberta 
Halifax,  Nova  Scotia 

London,  Ont. 
Montreal,   P.    Q. 

Regina,    Saskatchewan 
Toronto,    Ont. 

Windsor,   Ont. 
Winnipeg,   Manitoba 

Ottawa,    Ont. 

Vancouver,  B,  C. 

OFFICES,  AGENCIES 

AND  ASSOCIATED 

COMPANIES  IN  ALL 

FOREIGN  COUNTRIES 

OTIS  ELEVATOR  COMPANY 

For  List  of  Offices,  See  Above 
750 


OTIS   ELEVATORS 


are  built  with  lifting  capacities  up  to  10,000  and  12,000 
Ibs.  and  even  greater,  and  for  speeds  up  to  600  feet 
per  minute. 


The  illustration  herewith 

Otis  Single  Wrap  i   shows   an   Otis   Electric   Single 
Traction  Elevator  I  Wrap    Traction    Elevator    Ma- 
Machine  I   chine  for   use   with   alternating 
|  current.     For  direct  current  the 
machine  is  similar  in  construc 
tion  and  appearance,  except  that  a  direct  current  motor, 
controller  and  brake  are  used. 

The  Otis  Single  Wrap  Traction  Elevator  Machine 
consists  of  a  standard  Otis  steel  frame  motor,  a  mechan 
ically  released,  spring  applied  brake,  and  a  reduction 
gear  which  connects  with  a  driving  sheave,  all  mounted 
on  a  continuous  bed  plate  to  preserve  alignment.  The 
motor  shaft  is  coupled  directly  to  the  worm  shaft,  the 
face  of  the  coupling  serving  as  the  brake  pulley.  The 
worm  is  cut  in  a  solid  steel  forging  integral  with  the 
worm  shaft.  This  worm  meshes  with  a  bronze  rim 
worm  gear.  Both  worm  and  gear  run  in  oil  and  are 
entirely  enclosed  in  an  oil-proof  housing.  The  traction 
driving  sheave,  around  which  pass  the  lifting  cables,  is 
of  the  best  grade  of  semi-steel  accurately  turned  and 
grooved  to  receive  the  cables. 


Otis  Alternating  Current  Single  Wrap  Traction 
Elevator  Machine. 


Otis  Motor, 
Controller, 
Brakes  and 


The   motors   used    with    Otis 
j    Electric  Elevator  Machines  are 
\   Otis  motors,  especially  designed 
r    .  I   and  built  in  Otis  shops  to  meet 

I, __,,,::„!, I  the  severe  requirements  of  eleva 
tor  service. 

The  starting  and  acceleration  of  the  motor  is  gov 
erned  by  the  Otis  Controller,  which  consists  of  re 
versing  and  accelerating  switches,  together  with  a  main 
line  magnet.  It  is  actuated  by  a  hand  rope,  by  a  switch 
in  the  car,  or  by  push  button. 

The  brake  used  is  of  the  mechanically  released, 
spring-applied  type,  assuring  positive  stops  at  landings. 
When  the  car  operating  device  is  turned  to  the  "off" 
position,  the  brake  is  automatically  applied  to  hold  the 
car  immovable. 

The  elevator  guide  rails  may  be  of  either  steel  or 
wood  construction.  Steel  guides,  however,  are  gen 
erally  more  satisfactory  from  the  viewpoints  of  fire  risk, 
permanency  and  ability  to  resist  climatic  conditions. 


h  •- 


Otis  Elevator  Platform  with  phantom  view  of  Wedge  Clamp 
Safety   Device.     Bottom   picture   shows  plan   \if»    of   Safety. 


Otis   Safety 
Devices 


Otis  Electric  Freight  Eleva 
tors,  no  less  than  Otis  passenger 
elevators,  are  designed,  manu 
factured  and  installed  to  give 
j  absolute  safety.  The  primary 
reason  for  their  safety  is  found 

in  their  superior  design  and  workmanship;  in  the  high 
safety  factor  allowed  in  the  construction  of  all  parts; 
and  in  the  perfection  of  their  electrical  control  features. 
In  addition,  a  mechanically  operated  car  safety  device 
is  located  in  the  lower  member  of  the  car  suspension 
frame. 

For  freight  elevators  there  are  three  types  of  safeties 
used — the  Roll  Safety  and  Wedge  Clamp  Safety  for 
steel  guides,  and  Double  Grip  Safety  for  wood  guides. 
These  safeties  are  operated  by  means  of  adjustable 
speed  governors,  which  are  designed  to  operate  imme 
diately  in  case  the  car  attains  excessive  speed  due  to 
breaking  of  the  cables  or  any  other  reason,  causing  the 
safety  device  to  grip  the  guides  securely  and  prevent  the 
car  from  falling. 

In  addition  to  the  car  safety  devices,  limit  switches 
are  located  in  the  hatchway  and  operated  auto 
matically  by  the  car  itself,  interrupting  the  current  and 
applying  the  safety  brake  should  it  from  any  cause  run 
by  the  terminal  landings.  An  automatic  safety  magnet 
switch  is  provided  in  the  supply  line  to  die  motor  and 
is  designed  to  operate  automatically  to  cut  off  the  cur 
rent  supply  to  the  elevator  upon  int'  'niption  of  power 
circuit  from  any  cause.  An  emer~^rv  switch  is  lo 
cated  in  the  car  easily  accessible  *  ''IP  operator,  de 
signed  to  cut  off  the  current  supp1'  tf)  the  motor  and 


OTIS  ELEVATOR  COMPANY 

For  List  of  Offices,  See  Opposite  Page 

751 


OTIS   MICRO   LEVELING    ELEVATORS 


Micro  Leveling 
Elevator 
Machine 

been  brought  within 


Leveling  Switch  on  Top  of  Car  and  Cams  in  Hatchway, 
Micro  Leveling  Elevator. 

bring  the  car  to  rest  independently  of  the  regular  oper 
ating  device. 

For  freight  elevators  operated  by  hand  rope  control, 
a  device  known  as  the  Otis  Safety  Rope  Lock  is  used  to 
lock  the  rope  when  the  car  is  at  a  landing,  preventing 
the  movement  of  the  car  by  a  person  at  any  of  the  other 
landings. 

The  Otis  Micro  Leveling 
Elevator  is  the  logical  result  of 
the  present  tendency  toward  the 
development  of  a  safe,  eco 
nomical  and  speedy  means  of 
moving  material  in  railroad  and 
steamship  terminals,  warehouses,  factories  and  other 


Micro  Leveling 

Elevators  for 
Freight  Service 


industrial  establishments.  It  represents  one  of  the 
latest  and  best  achievements  in  the  history  of  elevator 
design. 

The  most  casual  study  of  material  handling  reveals 
the  need  of  an  elevator  that  will  consistently  make  an 
accurate  floor  level  stop  under  all  conditions  of  loading 
and  unloading  in  one  operation. 

The  Micro  Leveling  Elevator  is  an  elevator  capable 
of  automatically  making  an  accurate  landing,  irrespec 
tive  of  the  load  and  speed,  and  of  automatically  main 
taining  this  accurate  landing  during  loading  and  un 
loading,  independently  of  the  stretch  of  the  cables. 

The  making  of  an  accurate 
landing  by  the  Micro  Leveling 
Elevator  is  automatic  and  not 
controlled  by  either  the  car 
switch  or  push  button  operating 
device  after  the  elevator  has 
limited  zone  above  or  below  the 
landing.  When  within  the  leveling  zone,  cams  located 
in  the  hatchway  direct  the  operation  of  the  elevator  at 
reduced  speed  to  a  position  such  that  the  platform  of  the 
car  will  be  level  with  the  landing.  If  during  loading 
or  unloading  this  level  is  changed  due  to  stretch  of  the 
cables,  the  car  will  automatically  return  to  its  level 
position. 

Micro  Leveling  Elevators  are 
built  in  both  the  Gearless  Trac 
tion  and  Worm  Geared  Traction 
types  and  may  be  used  with 
either  car  switch  or  push  button 
control. 

When  push  button  control  is  used,  no  regular  opera 
tor  is  required.  The  elevator  in  this  case  may  be  called 
or  dispatched  by  the  freight  handler  or  attendant,  by 
the  momentary  pressure  of  push  buttons  located  at  the 
floors  or  in  the  car. 

Where  the  installation  consists  of  a  large  number  of 
elevators,  the  elevators  may  be  arranged  in  groups  and 
each  group  controlled  from  a  central  dispatch  station  by 
one  attendant. 


Methods 
of  Control 


Otis    Alternating    Current    Micro    Leveling    Elevator    Machine. 

OTIS  ELEVATOR  COMPANY 

For  List  of  Offices,  See  Second  Page  Preceding 

752 


OTIS    MICRO   LEVELING    ELEVATORS 


J 


Grouping  of 

Micro  Leveling 

Elevators 


Group   of  ten   Otis   Operatorless  Elevators  in  the   United   States   Arni\ 

unloading  from   an   upper   floor. 

Close  consideration  of  the  va 
rious    methods    of    material 
handling  in  industrial  establish 
ments  shows  the  superiority  of 
the  micro-leveling  elevator  used 
in  connection  with  electric  stor 
age  batter}1  tractors  and  trailers  over  other  systems  for 
the  movement  of  miscellaneous  material. 

It  is  evident  that  when  the  maximum  vertical  flow  of 
freight  synchronizes  with  the  maximum  horizontal  flow, 
the  handling  system  operates  with  the  highest  efficiency. 
This  can  be  accomplished  by  the  proper  arrangement  of 
floor  space  to  permit  of  the  floor  traffic  moving  along 
definite  lines  and  by  the  proper  placement  of  micro- 
leveling  elevators  in  groups.  This  allows  the  greatest 
possible  storage  space,  insures  continuity  of  movement 
and  prevents  congestion. 


Base,   showing   tractor-   and   trailers 


Otis  Operatorless  1 
.  ,  i 

Freight  Elevators 


In  many  large  plants  using 
b;lttcries  of  commodity  handling 
elevators,  micro-leveling  auto- 
madc  push  button  control 

equipment  may  be  advantage 
ously  introduced.  Examples  of 
this  equipment  are  the  large  government  built  terminal 
warehouses  in  Brooklyn,  X.  V.,  and  Boston,  Ma>s.. 
wherein  groups  of  from  6  to  10  elevators  are  entirely 
controlled  by  a  central  despatcher  working  with  an 
automatic  signaling  system  and  a  conveniently  located 
push  button  control  board.  Automatic  door  operating 
machines  facilitate  the  service.  A  single  elevator  also 
may  be  employed  without  regular  attendant  for  the 
heaviest  and  most  exacting  freight  service,  if  equipped 
with  push  button  control  and  the  micro-leveling  feature. 


Economies 

and 
Advantages 


There  are  certain  economical 
features  and  advantages  of  the 
Micro  Leveling  Elevator  that 
an-  particularly  noticeable. 
These  may  be  summed  up  as 
follows: 

Accuracy  of  Landing :  This  makes  the  use  of  the 
automatic  micro  leveling  machine  possible  for  a 
wide  range  of  service. 

Maintaining  of  Accurate  Landing:  \Yhen  the  car 
tends  to  move  away  from  the  landing  due  to 
stretch  in  the  hoisting  ropes,  this  movement  is 
quickly  checked  by  the  micro  which  acts  imme 
diately,  returning  the  car  to  the  position  accurate 
with  the  landin«  floor. 


10. 


Saving  of  Time:  As  the  time  consumed  in  open 
ing  the  car  gate  or  door  i.-  more  than  that  required 
for  the  micro  to  bring  the  car  to  a  level  landing 
it  is  evident  that  no  time  is  lost  through  the  use 
of  the  micro,  and  furthermore,  time  is  actually 
saved  by  the  elimination  of  the  time  ordinarily 
lost  by  the  operator  in  attempting  to  make  proper 
landings. 

Economy  of  Power:  The  elimination  of  false  stops 
and  the  final  approach  to  the  landing  at  reduced 
speed  usually  means  a  considerable  saving  in 
power,  which  will  vary  under  different  conditions 
and  types  of  control. 

Skilled  Operators  Are  Unnecessary:    Skilled  op 
erators  are  unnecessary  because  an  accurate  land 
ing    is    made    by    the    micro    automatically    and 
independently  of  the  operator. 
Greater    Safety    to    Freight    Handlers    and    le.-s 
Damage  to  Merchandise  carried. 
Less  wear  and  tear  on  Electrical  and  Mechanical 
Parts  of  the  Apparatus,  with  the  consequent  re 
duction  in  maintenance  cost. 
Longer  Life  of  Rolling  Equipment. 
Greater  Facility  in  Handling  Material. 
In  the  larger  installations  where  automatic  push 
button   control    is   used    or   the   central   despatch 
system  of  operation  is  employed,  the  labor  saving 
due   to  the   elimination    of   operators   is   a   large 
item    in    the   operating    expense    of    the    elevator 
system. 


Central   Dispatch   Board   for  a   group   of  ten  elevators — 
United  States  Army  Base,  Brooklvn. 


OTIS  ELEVATOR  COMPANY 

For  List  of  Offices,  See  Third  Page  Preceding 

753 


WATSON  ELEVATORS 


Watson  Machine.     Note  Accessibility  of  Double  Acting 
Ball   Bearing  Thrust. 

The    Watson     Electric     Ele- 

Watson  i   vator   Machine   is   the    finished 

I  Electric    Elevator  \   product  of  twenty-five  years  of 

Machine  \  elevator  engineering.    It  is  dur- 

I   able,     efficient,     and     possesses 

ever}'    quality   that    is   required 

for  transporting  material  in  a  vertical  direction. 

Watson  Machine  is  of  what  is  termed  the  Worm 
Gear  Traction  Type;  the  feature  of  this  construction 
being  to  reduce  from  the  motor  speed  to  the  drum 
speed  by  means  of  an  enclosed  worm  gear  drive  travel 
ing  in  oil. 

The  worm  and  worm  shaft  is  cut  from  a  single  forg 
ing  of  hammered  crucible  steel,  and  the  end  thrust  is 
carried  on  a  ball  bearing  of  the  double-acting  self- 
aligning  type. 

The  worm  wheel  of  special  phosphor  bronze  with 
teeth  accurately  cut  to  insure  smooth  and  quiet  running, 
is  bolted  directly  to  a  flange  of  the  traction  sheave,  thus 
avoiding  the  use  of  keys  and  set  screws. 

In  the  Watson  Machine,  the  gear  case,  pedestal, 
brake  and  motor  are  mounted  on  a  one-piece  bedplate. 


: 


Five  Sizes 

of  Watson 

Machine 


Watson 
Elevator   Cars 


The  Watson  Elevator  car  is 
built  from  steel  sections  and  is 
provided  on  the  under  side  with 
safety  attachments  designed  to 
|  lock  the  car  to  the  guide  rails, 
if  a  certain  speed  is  exceeded. 


Factor  of 
Safety 


The    factor    of    safety    is    as 
follows : 

All  moving  parts  essential  to 
safety  and  control  have  a  factor 
of  safety  of  not  less  than  ten 
(10);  all  moving  parts  not  in 
cluded  under  above  heading  have  a  factor  of  safety  of 
not  less  than  eight  (8) ;  non-moving  parts  have  a  factor 
of  not  less  than  six  (6). 


The  smallest  Watson  Electric 
Winding  Machine  takes  a  S  or 
iy2  H.P.  Motor  and  a  16" 
dia.  gear;  the  second  a  10  or 
I  15  H.  P.  motor  and  20"  dia. 
gear;  third,  20  or  25  H.P. 

motor  and  27"  dia.  gear;  fourth,  a  30  H.P.  motor  and 
2&y2"  dia.  gear?  the  fifth  and  largest,  a  35  or  40  H.P. 
motor  and  34J-1"  dia.  gear. 

A  range  of  capacities  is  thus  secured  from  1,000  to 
16,000  Ibs.,  and  a  car  speed  from  50  to  450  ft.  per  min. 
A  further  speed  reduction  is  secured  by  gearing  car  and 
counterweights,  2:1  if  required  as  shown  in  accom 
panying  diagram. 

Our  Engineering  Department  is  always  ready  to 
co-operate  by  making  layouts  and  furnishing  any  data 
necessarv. 


Miscellaneous 
Types 


In    addition,    the    \V  a  t  s  o  n 

i    Elevator    Company    produce    a 

line   of   Sidewalk   Dumbwaiter, 

S    Belt  and  Ceiling  Machines,  and 

„  •    Electric  Skip  Hoist  Engines. 


Details  of  Watson  Freight  Elevator. 


Watson 
Service 


The  \Vatson  Elevator  Com 
pany  maintains  a  complete 
Service  Department.  Skilled 
mechanics  make  regular  inspec 
tions  of  all  installations.  Thus, 
for  a  nominal  charge,  minor 

repairs  are  adjusted  before  they  become  serious,  and  in 
addition,  uninterrupted  elevator  service  is  assured. 

A  general  description  should 
be  given  of  the  work  the  elevator 
is  to  be  put  to,  including  nature 
of  the  building,  etc.  Further, 
state  the  size  of  shaft;  the  speed 
in  feet  per  minute,  capacity  in 

pounds.      If  D.C.   current   is   available   give  voltage; 

if  A.C.  give  voltage,  phase,  and  cycles. 

A  sketch  locating  doors  to  elevator  shaft  and  space 

available  for  elevator  engine  should  accompany  data. 


In  Making 

Inquiries  Give 

This  Information 


WATSON  ELEVATOR  COMPANY,   INC. 

407-409  WEST  36th  STREET,  NEW  YORK  CITY 

754 


HOWELL  ELECTRIC  MOTORS 


Type    A — Skeleton    Frame 
Motor. 


Type    B   -Riveted    Frame 
Motor. 


Application    of 

Howell  Motors 


The  Howell  Electric  Motors 
Company  limits  itself  to  the 
field  of  polyphase  induction 
motors.  Every  effort  is  concen 
trated  on  this  one  line  of  motors 
to  muke  it  the  best  possible. 

In  addition  to  the  standard  general  application 
motors,  Howell  Red  Band  Motors  have  a  wide  range  of 
usefulness  in  the  material  handling  field.  They  are 
specially  designed  and  built  for  elevators,  conveyors, 
cranes  and  hoists. 


Delays    Avoided 

With 
Howell  Motors 


Delays  in  manufacturing 
operations,  resulting  from  bear 
ing  troubles  in  ordinary  electric 
motors,  are  eliminated  by  the 
distinctive  patented  bearing  in 
the  Howell  Red  Band  Motor. 

The  Howell  Motor  is  so  built  that  it  really  contains 
two  bearings  in  one  —  a 
spare  set  of  bearings  al 
ways  ready  for  emergency 
use.  When  the  Howell 
bearing  ultimately  wears 
so  that  the  rotor  touches 
the  stator,  it  is  only  neces 
sary  to  turn  the  outer 
bushing  half  way  round  to 
recenter  the  rotor.  Costly 
delays  are  thus  avoided — 
not  more  than  five  Seftion  of  Bearing  Housing 
minutes  being  required  to 
recenter  the  Howell  bearing. 

In  addition  to  the  recentering  feature,  Howell  bear 
ings  have  a  patented  oil  trap  which  prevents  the  coils 
from  being  ventilated  by  oil  laden  air.  This  keeps  the 
coils  dry  and  clean,  adding  to  their  life. 

All  the  wire  used  in  making  the  windings  of  Howell 
Motors  is  enameled  in  addition  to  the  usual  double 


Slip   Riii);   Skeleton   Frame 
Motor. 


Slip    Rinj:    Riveted    Frame 
Motor. 


giving  much  greater  insulation  strength 
than  the  ordinary  motor. 

End  rings  are  cast  directly  to  the  squirrel  cage  rotor 
bars,  making  an  indestructible  rotor. 


Sizes  of  Motors 


Howell  Motors  are  built  in 
sizes  from  1  to  100  Horse- 
I'ower,  inclusive.  T  h  e  y  are 
furnished  for  operation  on  110, 
220,  440  and  550  volts,  two 
and  three  phase  circuits  of  all 
commercial  frequencies  and  standard  speeds. 

On  all  sizes  up  to  iy2  horse-power,  starting  com 
pensators  are  not  required  and  are  not  regularly  fur 
nished.  The  ll/2  horse-power,  and  larger  motors,  are 
regularly  supplied  with  manually  operated  starting 
compensators,  complete  with  no-voltage  release,  and 
overload  relavs. 


Unassembled   View   of   Slip   Ring   Riveted   Frame   Motor. 


Howell  Service 


The  corps  of  engineers  which 
has  developed  the  Howell  Red 
Band    Motors    to   their   present 
\  position  in  the  electrical  field  is 

I ,„„ ,,„,, „„„,„„ , I  at  the  service  of  any  motor  pur 
chaser.     Questions  of  size  and 

the  application  of  various  types  to  particular  problems 
will  be  freelv  answered. 


Xov  York, 

Philadelphia, 

Chicago, 

Minneapolis, 

Milwaukee 

Grand  Rapids, 

Buffalo, 


BRANCH    OFFICES 

Export  Office:  90  West  Street,  New  York 

Cleveland,  Seattle, 

St.  Louis,  Los  Angeles, 

Toledo,  San  Francisco, 

Detroit,  Boston, 

Pittsburg,  Kansas  City, 

Dallas,  Denver, 


Atlanta, 

Saginaw, 

Charlotte,  N.  C, 

Montreal, 

Toronto, 

Winnipeg, 

Vancouver 


HOWELL   ELECTRIC   MOTORS   COMPANY,    HOWELL,   MICH. 

755 


WESTINGHOUSE   CRANE    MOTORS    AND    CONTROL 


company  has  a  complete  line  of  motors  and  controllers 
for  crane  service  for  both  alternating  and  direct  current 
installations.  The  direct  current  motors  are  types  K, 
HK  and  MC.  The  alternating  current  motors  are 
types  CI  and  MA. 


T\l>e  K  Motors  Operating  Traveling  Crane. 


\Viile  Range  of 
Applications 


control  apparatus  are 


The  products  of  the  Westing- 
house  Electric  &  Manufacturing 
Company  have  a  wide  applica 
tion  in  the  material  handling 
field. 

Westinghouse  Motors  and 
in  dailv  use  in  the  operation  of 


cranes,  elevators,  conveyors,  shovels,  winches  and  a  host 
of  other  material  handling  machines. 


Westinghouse 

Crane  Motors 


Motors  intended  for  Crane 
service,  must  have  special  char 
acteristics.  The  load  is  always 
started  from  rest  and  the  motor 
must  therefore  be  capable  of 
exerting  great  starting  effort. 

Tlie  motor  must  be  strong  and  rugged  in  mechanical 
construction  to  withstand  the  severe  mechanical  stresses 
encountered.  The  electrical  performance,  especially 
commutation,  must  be  very  good  to  withstand  the 
severe  overloads.  It  must  be  compact  in  over-all  dimen- 
.-ions  as  the  space  for  its  installation  is  usually  limited. 
The  rotating  part  must  be  so  constructed  that  it  can  be 
frequently  reversed;  the  speed  must  be  capable  of  con 
trol;  and  since  the  motor  must  often  be  located  where 
it  is  difficult  of  access  it  must  be  capable  of  operating 
for  considerable  intervals  without  attention. 

Westinghouse  crane  motors  meet  these  requirements 
fully  and  Westinghouse  Engineers  are  ready  to  give  ad 
vice  about  applying  motors  for  this  special  service.  The 


Westinghouse 

!  Type  H.K.  Motor 

for  Cranes 


Westinghouse  direct  -  current 
series-wound  commutating  pole 
motors,  Type  HK,  are  de 
signed  for  severe,  intermittent, 
varying  speed  service,  where 
high  starting  torque  is  required, 
and  where  the  load  consists  of  a  series  of  starts,  stops 
and  reversals,  the  motor  being  idle  only  for  short 
periods  of  time. 

The  motors  are  enclosed  with  small  openings  in  the 
lower  part  of  the  brackets  for  ventilation.  Removable 
covers  on  the  upper  part  of  the  front  bracket  give  access 
to  the  brushes  and  the  commutator.  The  most  promi 
nent  features  of  this  motor  are  the  steel  frame  construc 
tion  and  ventilated  design,  giving  small  over-all 
dimensions,  light  weight  and  great  mechanical  strength. 
The  low  over-all  height  of  this  motor  makes  it  par 
ticularly  adaptable  for  use  on  cranes,  where  only  low 
overhead  room  is  available.  Excellent  commutation  is 
obtained  at  all  loads.  They  can  be  supplied  in  sixes 
ranging  from  2  to  50  H.P.  on  230  and  550  volts. 


Crane 
Control 


Tra\.-liii|!  Crane  Handling  Steel,  Driven  by  Type  K  Motors. 


25  H.  P.  Type  HK  Motor. 

Westinghouse  type  S  drum 
I  contactor  controllers  are  a  new 
I  development  of  crane  con- 
1  trailers,  combining  many  of  the 
I  advantages  of  magnetic  con 
trollers  with  the  simplicity  and 

low  cost  of  drum  control.  Their  successful  operation 
under  the  most  severe  operating  conditions  has  been 
proven  in  service.  The  contactors  are  actuated  by 
cams  operating  on  rollers  with  little  friction.  These 
rolling  contacts  together  with  their  quick  make  and 
break  action  increase  the  contact  life.  The  arching  is 
reduced  and  confined  to  the  contact  tips  where  the 
current  is  carried  onlv  momentarily.  The  contacts  can 


WESTINGHOUSE  ELECTRIC   &   MFG.   CO. 

EAST    PITTSBURGH,    PA. 
Address  nearest  office.     For  list   of  offices  see  page  758. 

756 


WESTINGHOUSE  ELEVATOR  MOTORS  AND  CONTROL 


be  renewed  in  a  short  time.  They  are  particularly  the 
only  wearing  parts  and  are  interchangeable  with  those 
of  the  Weginghouse  auto 
starters  and  magnetic  con 
tactor  controllers. 

Type  C,  direct-current 
magnetic  contact  control 
lers  are  designed  to  meet 
every  requirement  of  gen 
eral  crane  service.  Sturdi- 
ness  of  construction,  relia 
bility  in  operation  a  n  d 
simplicity  of  design  are 
marked  characteristics  of 
these  controllers.  The 
operator  has  complete 
control  of  starting  and 
stopping  t  h  e  motor,  but 
cannot  damage  the  equip 
ment  by  careless  or  incor 
rect  manipulation  of  the 
master  switch.  This  pro 
tection  is  afforded  by  the 
automatic  acceleration  of 
the  motor  obtained  by  the 
use  of  accelerating  relays, 
making  the  acceleration  of  Type  S  Drum  Contactor 
the  motor  dependent  upon  Controller  for  Crane  or 
the  amount  of  the  load.  Hoist  Service. 


Weetinghouee 

Elevator  Motors 
and  Control 


The  \\estinghouse  Electric 
&  Manufacturing  Company 
make  a  complete  line  of  elevator 
motors  and  control  apparatus. 
They  are  applicable  to  slow, 
medium  or  high  speed  freight 

elevators  as  well  as  all  types  of  passenger  elevators. 

Their  service  record  includes  over  20,000  installations. 

Westinghouse    direct-current    elevator    motors,    type 


25  H.  P.  Slip  Riim  A.  C.  Motor.  Type  CI  Operating  12,000 
Pound   Freight  Elevator. 


Squirrel   Cage  A.  C.  Motor,  Type  CS  Operating  Freight 
Elevator. 

SK  are  designed  especially  for  this  service.  Some  of 
the  characteristics  fitting  them  for  driving  elevators  are 
high  starting  torques,  sparkless  commutation,  rugged 
and  substantial  construction  and  good  performance. 
They  can  be  furnished  in  sizes  from  5  to  100  H.  P. 
and  to  operate  on  115,  2,30  or  550  volts. 

For  moderate  and  high  speed  direct-current  freight 
elevators  Westinghouse  full  magnetic  controllers  are 
used.  These  controllers  are  operated  by  means  of  a 
.-witch  in  the  elevator  car,  but  the  actual  connection.- 
are  made  by  a  series  of  automatically  operated  magnetic 
contactors.  The  operator  has  full  control  over  the 
movement  of  the  car  but  no  control  over  the  magnetic 
contactors  which  always  make  the  proper  connection? 
at  a  rate  that  insures  safety  acceleration  regardlo-  nf 
how  the  car  switch  is  operated. 

For  freight  elevators  with  car  speeds  not  exceeding 
150  feet  per  minute,  the  Westinghouse  type  CS  squirrel 
cage  elevator  motor  forms  an  ideal  drive.  This  motor 
is  the  simplest  type  of  alternating  current  motor 

made.  It  consists  of  a 
steel  frame,  which  carries 
a  set  of  windings,  and  a 
practically  indestructible 
rotating  part. 

The  motor  is  connected 
directly  to  the  line  in 
starting,  only  a  simple 
drum  switch  being  neces 
sary.  The  motor  starts  at 
low  speed  without  a  jerk 
and  comes  quickly  and 
smoothlv  up  to  full  speed. 
The  Westinghouse  type 
CI  slip-ring  elevator  mo 
tor  is  well  adapted,  both 
mechanically  and  electric 
ally  to  meet  the  severe 
requirements  of  freight 
elevator  service.  They  can 
be  furnished  in  single  or 
two-speed  designs  as  the 
service  demands.  The  two- 
speed  motors  permit  high 
er  operating  speeds  of  the 
elevator  car  with  smooth 
acceleration  and  accurate 
handling.  The  single 


Full  Magnetic  Control   Panel 
for    A.    C.    Elevator    Motors. 


WESTINGHOUSE   ELECTRIC   &   MFG.    CO. 

EAST    PITTSBURGH,    PA. 
Address  nearest   office.     For  list  of  offices  see  page   758. 

757 


MOTORS  AND  CONTROL  FOR  SHOVELS.  CONVEYORS  AND  WINCHES 


speed  motor  can 
be  furnished  in 
sizes  up  to  100 
H.  P.  and  the 
two-speed  up  to 
50  H.  P. 

The  Westing- 
house  Company 
manu  f  ac  t  ures 
A.  C.  elevator 
controllers  for 
Loth  single  and 
two  -  speed  squir 
rel -cage  and 
wound  rotor  mo 
tors  in  ratings 
from  3  to  100  H. 
P.  The  controllers 
are  furnished  for 
either  car  switch 
or  automatic  push 
button  control. 
Irrespective  of  the  method  of  control  the  acceleration  of 
the  car  is  exceptionally  smooth  and  is  accomplished 
automatically  by  accelerating  relays  which  depend  for 
their  time  of  operations  upon  this  load  on  the  motor. 
All  parts  of  these  controllers  are  rugged  and  simple  in 
construction,  being  designed  to  operate  practically  with 
out  attention  other  than  the  occasional  inspection. 


Full  Magnetic  Control  Panel  for  D.  C. 
Elevator  Motors. 


Motors  and 

Control   for 

Electric   Shovels 


The  Westinghouse  Company 
has  developed  a  complete  line  of 
shovel  and  drag  line  equipment. 
Simplicity  and  rugged  construc 
tion  are  features  of  the  ap 
paratus,  giving  it  reliability  in 
operation  without  skilled  and  frequent  attention. 

Both  alternating  and  direct-current  equipments  can 
be  furnished.  In  general  the  location  of  the  shovels 
makes  alternating  current  equipment  preferable  because 
alternating  current  motors  eliminate  the  necessity  of 
converting  alternating  current  to  direct  current  at  the 
shovel,  resulting  in  simpler  equipment. 


Electric  Shovel   Dicing   Power   Canal   at   Niagara  Falls, 
Canada,   Operated  by  A.  C.  Type   MA  Motors. 


Westinghouse 
Motors  for 
Conveyors 


Squirrel  Cage  Type  C  S  Motor  Used 
for  Conveyor   Drive. 


The  Westinghouse  alternating 
current,  type  CS  motor  is  well 
adapted  to  conveyor  drive.  Its 
simplicity  makes  it  easy  to  start 
and  stop,  and  its  reliability 
assures  the  opera 
tor  that  the  ma 
te  r  i  a  1  will  be 
moved  without 
interruption  due 
to  motor  trouble. 
W  o  u  n  d  rotor 
motors,  type  CW, 
a  r  e  furnished 
w  here  the  con 
veyor  must  start 
under  a  heavy 
load  or  where 
different  operat 
ing  speeds  are 
demanded.  Where 
direct  -  current 


power  is  available  the  type  SK  motor  is  used. 


The  use  of  motor  driven 
winches  is  rapidly  growing  in 
marine  work.  If  a  boat  can  be 
unloaded  in  half  the  time  by  use 
of  machinery,  the  total  time  for 
the  trip  is  cut  down  with  a  cor 
responding  larger  return  on  invested  capital.  Types  K. 
and  HK  series  wound  Motors  give  a  reliable  and  eco- 


Westinghouse 
Motors   and   Con 
trol  for  Winches 


Portable    Winch    Used    for    Loading    Ships,    U.    S.    Army 
Supply  Base,  Boston,  Mass. 

nomical  drive  for  winches  and  are  built  to  stand  the 
severe  service  imposed  on  them  by  operation  by  steve 
dore  labor.  Type  S.  drum  controllers  with  vertical 
handles  are  especially  suited  as  they  allow  the  opera 
tor  to  work  the  controller  all  day  without  becoming 
fatigued.  The  complete  equipment,  motor,  control  and 
winch  is  compactly  mounted  on  a  single  base,  allowing 
easy  moving  from  one  point  to  another. 


\\KSTINGHOUSE    DISTRICT    OFFICES 

Atlanta,    (  r;i. 

Chicago,   III. 

El   Paso,  Tex. 

Minneapolis,   Minn. 

Seattle,  Wash. 

Baltimore,    M-i 
Hirminnham.    Ala 
BluefieW.  W.  Va. 

Boston.    M;L->. 

Cincinnati,   Ohio. 
Cleveland,  O. 
'  ''.lumbus,   O. 
l):'.llas.  Texas. 

Houston,  Tex. 
Indianapolis,    Ind 
Jacksonville,   Fla. 
Toplin,    Mo. 

New  Orleans,  La. 
New    York,    N.    Y. 
Philadelphia,  Pa. 
Pittsburgh,    Pa. 

Syracuse,   N.  Y.    . 
Tucson,   Ariz. 
Toledo,   O. 

Buffalo,   N.    V. 

Dayton,   O. 

Kansas    City,    Mo. 

Portland,   Ore. 

Washington,  D.  C. 

Butte,   Mont. 

Denver,   Colo. 

Louisville.    Ky. 

Rochester,   N.  Y. 

Wilkes-Barre,    Pa. 

Charleston.    W.    Va. 

Des  Moines,  la. 

1-os  Angeles,  Cal. 

St.  Louis,   Mo. 

The     Hawaiian     Elec. 

Charlotte.  X-  C. 

Detroit,   Mich. 

Mom  phis,   Tenn. 

Salt  Lake  City.  Utah. 

Co  ,  Ltd.,  Honolulu, 

Chattanooga,  Tenn. 

Duluth,   Minn. 

Milwaukee,    Wis. 

San  Francisco,  Cal. 

T.    H.   Agent. 

WESTINGHOUSE  ELECTRIC   &   MFG.    CO. 

EAST    PITTSBURGH,    PA. 
Address  nearest  office.     For  list  of  offices  see  above. 

758 


HASLETT  SPIRAL  CHUTES  AND  CONVEYORS 


Tray  Elevator  anil  Belt  distributing  sacks  of  flour 
from  cars  through  warehouse,  Baltimore. 


Triple    lla-li-n    Spiral   for   han<lling   baskets   of  un 
packed  crockery  and  glassware. 


Haslett  Power 

Driven 
Conveyors 

purchasers.  \Ve  can 
nomical  solution  of 
handling  problems 
and  the  best  ma 
chines  for  various 
purposes. 

Each  piece  of  ma 
chinery  \ve  build  is 
designed  with  spe 
cial  reference  to  the 
kind  of  work  it  must 
do,  and  the  condi 
tions  under  which  it 
will  operate. 

Power  driven  ma 
chines  are  made 
either  vertical,  in 
clined,  or  horizontal 
and  we  manufacture 
several  designs  of 
each  with  necessary 
auxiliary  equipment 
such  as  automatic 
and  selective  feeds 
and  discharges,  etc. 


Long  experience  in  adapting 
the  various  forms  of  equipment 
illustrated  here  to  an  infinite 
variety  of  uses  has  taught  our 
engineering  force  much  that 
makes  it  useful  to  prospective 
advise  wiselv  as  to  the  most  eco- 


Haslett  Spiral 
Chutes 


Inclined    elevator    taking    delivery 
from    gravity    roller 
conveyor. 


Our  line  of  conveying  equipment  is  complete. 


Haslett    Spiral    Chutes    have 
been    known    for    about    fifteen 
years,  and  the  engineering  prin 
ciple    used    whereby    a    concave 
bottom  properly  varied  balances 
friction,    centrifugal    force    and 
gravity  so  as  to  control  speed  has  permitted  of  a  re 
markable      develop 
ment  of  this  form  of 
equipment    and     its 
adaptation   to   many 
seemingly  impossible 
uses,    such    as    han 
dling    unpacked 
glassware  and  crock 
ery    in     baskets, 
bottled       medicines, 
bath  tubs,  eggs  and 
1,200  Ib.  barrels. 

Spiral  Chutes 
readily  combine 
with  other  types  of 
conveyors  delivering 
to  or  receiving  from 
them. 

Chutes  of  double, 
triple  or  quadruple 
construction  permit 
of  using  each  trough 
for  a  special  pur 
pose  so  that  packages  from  various  floors  can  be  sent  to 
the  desired  destination  without  rehandling. 


Combination     of     multiple     spiral 

chute  and  power  driven 

convevor. 


200'    c.   to   c.   30"    Belt   distributing   cases   in   ware 
house  of  well  known  paper  manufacturer. 


Portable   Gravity    Conveyor   from   Spiral   Chute   to 
cars    without    rehandling. 


HASLETT   SPIRAL   CHUTE     CO.,  PHILADELPHIA,  PA. 

NEW    YORK  BALTIMORE  CLEVELAND  SAN    FRANCISCO 

759 


LAMSON  MECHANICAL  CONVEYORS 


In  every   Lamson   conveyor   system  the   types   of  conveyors  are   selected   for   the   particular   work   they   have   to    do.     This 
picture  shows  how   a   Lamson   gravity   conveyor,  spiral   conveyor,  belt  conveyor  and  booster  are  combined  into  one 
automatic  conveying  system.     Carlton  &  Hovey  Co.,  Lowell,  Mass.,  Manufacturers  of  Father  John's  Medicine. 


The     field     covered     by     the 
rield   tor  Lamson  Company  is  the  appli- 

Lainson  |    cation    of    conveyors    and    con- 

Conveyors  veving     systems     for     handling 

I,., , j  materials  and  products  in  fac 
tories,  mercantile  plants,  whole 
sale  and  retail  establishments,  docks,  terminals,  etc. 
With  the  exception  of  bulk  materials  such  as  grain, 
coal,  ashes,  and  ore,  Lamson  conveyors  are  used  to 
solve  practically  any  industrial  handling  problem. 

The  service  we  offer  includes  an  analysis  of  all  the 
factors  which  affect  the  design  of'the  conveying  system 
• — the  location  and  output  of  machines  and  departments, 
the  routing  and  storage  of  materials,  questions  involving 
timed  movements  of  products,  the  speedy  handling  of 
peak  loads,  etc. 

As  the  design  of  a  Lamson  system  is  based  on  such 
a  preliminary  investigation,  the  completed  system  car 
ries  out  a  comprehensive  plan  for  the  movement  of  ma 
terials  and  merchandise  through  a  plant.  Even  in  the 
case  of  small  installations  our  experience  shows  that  a 
thorough  analysis  of  the  work  to  be  done  is  the  only 
satisfactory  basis  on  which  to  plan  a  conveying  system. 

As  Lamson  conveyors  are  built  in  many  types,  prac 
tically  any  kind  of  material  or  product  can  be  handled 
economically  under  a  wide  variety  of  plant  conditions. 

tandard  Lamson  conveyors  can  usually  be  installed 
without  the  necessity  of  designing  and  building  costly 
speaal  machinery.  They  can  ordinarily  be  erected  unit 
by  unit,  department  by  department,  so  that  when  ap 
plied  in  a  plant  that  is  already  in  operation,  production 

5  seldom  interfered  with.  Each  unit  begins  pavin-  for 
itself  as  soon  a-  installed. 


Gravity 
Conveyors 


A  complete  line  of  straight 
sections,  curves,  switches,  spiral 
chutes,  boosters,  and  elevators 
make  Lamson  gravity  con 
veyors  adaptable  for  solving  a 
wide  variety  of  conveying  prob 
lems.  They  are  designed  for  lightness,  combined  with 
strength  to  withstand  the  hardest  kind  of  continuous 
service.  The  steel  rollers  are  very  lively,  as  they  are 
mounted  on  large,  easy  running  ball  bearings,  with  case 
hardened  ball  races  and  cones.  They  are  supported  by 
through  shafts  and  are  easily  removable.  The  Lamson 
patented  differential  roll  makes  curves  as  easy  to 
negotiate  as  straight  runs. 


By   simply    removing   one    split   pin    the   through    spindle   is 
released  and  the  gravity  roll  head  and  self-contained 
bearing  are  readily  accessible. 


THE  LAMSON  CO.,  BOSTON,  MASS. 

Address  nearest  office.     For  Iis,  Of  offices  see  page  762. 


760 


LAMSON  MECHANICAL  CONVEYORS 


Belt  conveyors,  slat  and  apron 
Power  conveyors,  drag  bar  conveyors, 

_  chain    conveyors,    overhead    or 

Conveyors  telpher  conveyors,  vertical  con 

veyors,  selective  conveyors  and 
bucket  elevators  are  a  few  of 
the  more  important  types  of  Lamson  power  conveyors. 
They  carry  practically  anything  from  delicate  watch 
parts  up  to  whole  train  loads  or  ship  loads  of  heavy, 
bulky  materials.  They  convey  products  in  straight 
lines,  around  corners,  horizontally,  up  and  down  in 
clines,  and  vertically.  They  are  so  carefully  con 
structed  and  nicely  balanced  that  they  operate  with 
minimum  power. 


This    Lamson   vertical   elevator    loads    anil    unloads    auto 
matically.    Fleischmann  Yeast   Co..  Cambridge,  Mass. 


Elevators 
and  Chutes 


For  carrying  products  verti 
cal!}"  between  floors  and  levels 
we  build  a  number  of  different 
types  of  elevators,  pneumatic 
lifts,  automatic  vertical  con 
veyors,  bucket  elevators,  chutes, 
spiral  chutes,  spiral  conveyors,  etc. 

Both  Lamson  conveyors  and  elevators  are  built  where 
desired,  with  a  selective  feature  which  enables  the 
despatcher  to  send  the  load  to  any  one  of  a  number  of 
stations  without  further  attention.  For  example,  an 


n  heavy  duty  slat  conveyors  are  built  in  different 
types  to  carry  barrels,  cases,  ra>tiiig>.  hales,  and  other 
heavy  loads.  Revere  Sugar  Refinery,  Charlestown,  Mass. 

elevator  is  made  to  deliver  the  load  at  any  one  of  a 
number  of  floors  at  will,  or  a  conveyor  delivers  auto 
matically  at  any  one  of  a  number  of  machines,  processes 
or  storage  points. 


Portable 
Conveyors 


Lamson  power  and  gravity 
conveyors  are  mounted  on  easy 
running  swivel  wheels  to  form 
portable  conveyors  which  may 
be  moved  wherever  wanted. 
They  are  useful  in  loading  and 

unloading  freight  cars  and  ships,  in  piling  and  ship 
ping  out  in  warerooms,  and  for  other  miscellaneous 
occasional  conveying  about  the  plant  or  yard. 

A  portable  conveyor  of  great  general  utility  is  the 
Lamson  piler,  a  standardized  universal  service  unit  con 
sisting  of  a  belt  or  slat  conveyor  set  at  an  inclination, 
the  angle  of  which  can  be  varied  at  will.  It  is  often 
used  in  combination  with  horizontal  units,  to  form 
extensive  portable  con  vox  ing  systems. 


This  Lamson  spiral  chute  carries  products  from  a  num 
ber  of  floors  to  a  delivery  point  on  first  floor.  Note 
hinged  fire  door  which  also  serves  as  deflector  when 
goods  are  delivered  at  intermediate  floors.  Army  Base 
Warehouse,  Boston.  Ma<s. 


THE  LAMSON  CO.,  BOSTON,  MASS. 

Address  nearest  office.     For  list  of  offices  see  page   762. 

761 


LAMSCN  PORTABLE  CONVEYORS 


Lamson  chain  conveyor  for  carrying  boxes  of  bobbins  in 
textile  mills.     This  type  of  conveyor  is  also  used  for  car 
rying  tote  boxes,  hampers,  and  other  containers.    National 
Spun  Silk  Co.,  New  Bedford,  Mass. 


Lamson    Service 
for  Factories 


Lamson  systems  of  conveying 
properly  applied  in  factories  in 
crease  production  ten,  twenty- 
five,  or  even  fifty  per  cent  with 
I  the  same  machine  capacity  and 
the  same  man  power.  The  time 

interval  of  manufacture  is  cuF  often  fifty  or  even 
seventy-five  per  cent,  through  careful  routing,  plan 
ning,  and  conveying  of  materials.  This  in  turn  makes 
similar  economies  in  the  use  of  floor  space,  which  is 
utilized  for  production,  not  storing  and  moving  stock 
which  never  should  stop,  when  once  in  production. 
Great  savings  are  made  in  assembly,  packing,  and 
boxing  processes.  In  place  of  the  work  bench  the 
articles  pass  by  the  operators  in  orderly  procession  on 
conveyors,  making  new  records  for  speed  and  economy. 


In   Mercantile 
Plants 


In   Retail 
Stores 


Lamson  conveyors  and  chutes 
carry  merchandise  and  parcels 
from  the  selling  counters  to  the 
delivery  room,  and  Lamson 
sheet  writer's  and  delivery 
men's  bins  simplify  classifica 
tion  and  sorting.  In  receiving  rooms,  stock  rooms  and 
marking  rooms,  Lamson  conveyors  and  storage  bins 
cut  down  the  expense  of  handling,  simplify  the  routine 
and  speed  up  the  work. 


Lamson  conveyors  make  great 
savings  in  mercantile  plants 
such  as  wholesale  and  mail 
order  houses,  dairies,  bottling 
plants,  and  distributing  plants 
of  all  kinds  where  merchandise 
is  received,  classified,  put  in  new  containers  or  pack 
ages,  and  shipped.  From  the  time  products  enter  the 
receiving  room  door  until  they  pass  out  through  the 
shipping  room  door  into  the  waiting  cars  or  trucks  they 
are  moved  by  a  system  of  Lamson  conveyors.  In  addi 
tion  to  the  savings  in  labor,  much  greater  savings  are 
effected  in  floor  space  released  for  storage,  in  time 
saved  in  delivery,  in  breakage  avoided,  etc. 


Docks   and 
Terminals 


Lamson   automatic  conveying 
systems  are  coming  into  general 
use  for  loading  and  unloading 
ships    and    freight    cars.      The 
I    saving   of   even    a    day    in   the 
time  that  a  ship  is  in  dock  dis 
charging  and  taking  on  its  load  will  pay  for  a  large 
investment  in  conveying  machinery.    The  Lamson  Com 
pany  stands  ready  to  discuss  this  subject  with  shipping 
companies,    railroads,    boards    of    trade,    commercial 
organizations,  and  others  interested. 


Lamson 
Service 


'"=  A  Lamson  representative  will 
!  be  glad  to  call  on  you  and  study 
I  your  problems  with  the  view  of 
\  demonstrating  how  Lamson  con- 

i    veyors  will  best  serve  you.    We 

are  also  ready  to  co-operate  with 

architects,  engineers,  and  others  in  planning  a  new  plant 
or  rearranging  an  existing  plant  to  secure  the  maximum 
benefits  from  proper  routing  and  automatic  handling  of 
materials  and  products.  It  incurs  no  obligation  to  talk 
over  your  conveying  problems  with  a  Lamson  repre 
sentative,  and  may  lead  to  results  of  the  greatest  value. 


Lamson   overhead   or   telpher    conveyor.     Harrison   Radi 
ator  Co.,  Lockport,  N.  Y. 


Lamson    Branches    and    Serv 

ice   Stations 

BOSTON 

CLEVELAND 

LOS    ANGELES 

\K\V   YORK 

CINCINNATI 

ST.   LOUIS 

PHILADELPHIA 

INDIANAPOLIS 

DALLAS 

ITITSIll'Kl.ll 

CHICAGO 

SEATTLE 

BALTIMORE 

MINNEAPOLIS 

WASHINGTON,  D.  C. 

ROCHESTER 

OMAHA 

ATLANTA 

DETROIT 

SAX  FRANCISCO 

TORONTO 

VANCOUVER,  B. 

C. 

Additional   Service  Stations 

DENVER 

BUFFALO 

XEW  ORLEANS 

KANSAS    CITY 

ALBANY 

THE  LAMSON  CO.,  BOSTON,  MASS. 

Address  nearest  office.    For  list  of  offices  see  above. 

762 


LAMSON  LIGHT  DUTY  CONVEYORS 


The   Lamson   wire  line   conveyor   carries   letters,  folders, 

orders,    requisitions,    and    all    kinds    of    papers    between 

desks,  departments  and  offices. 


I  .iin-. .11 

Pneumatic 

Tubes 


Lamson  pneumatic  tubes, 
wire  line  conveyors,  and  light 
elevators  are  now  standard 
equipment  wherever  speed  in 
carrying  papers  and  light  loads 
of  merchandise  is  important. 
Lamson  pneumatic  tubes 
carry  the  load  at  a  speed  of 
about  30  miles  an  hour  over 
distances  up  to  a  half  mile  in 
a  carrier  or  cartridge,  which 
is  propelled  through  a  tube  by 
a  current  of  air.  The  tubes 
can  be  installed  practically 
anywhere  along  walls  and 
ceilings,  through  partitions, 
around  corners,  indoors  and 
out,  or  even  underground. 

They  cam-  loads  varying 
from  a  small  message  in  the 
1/4"  system  up  to  large  vol 
umes  of  papers,  or  tools,  labo 
ratory  samples,  and  other  light 
materials  in  the  4"  and  oval 
tube  systems.  The  following 
tube  diameters  and  sizes  are 
standard — \y4" —  2^4" — 3" — 
4"— 3"  x  6"  oval— 4"  x  7"  oval. 

The  propelling  air  pressure  is  usually  created  bv  a 
small  electrically  driven  blower,  the  power  consump 
tion  being  economized  by  power  saving  devices.  Small 
systems  may  be  operated  by  foot  bellows  and  where 
compressed  air  is  available  this  may  often  be  utilized 
through  the  use  of  suitable  reducing  valves. 


Lamson  tubes  in  facto 
ries  carry  time  tickets, 
job  tickets,  work  or 
ders,  etc.,  in  a  few  sec 
onds  from  office  to 
plant  departments. 


Lamson 
Wire   Line 
Conveyors 


Lamson  wire  line  conveyors 
operate  without  power  and  fur 
nish  an  inexpensive  system  for 
the  speedy  carriage  of  papers 
and  other  light  materials  up  to 
20  pounds  in  weight,  over  lines 

up  to  200  feet  in  length.  The  load  is  carried  in  a  basket 
which  is  propelled  along  a  wire  track  by  a  pull  on  a 
convenient  handle.  Horizontal  curves  and  bridges  en 
able  this  carrier  to  pass  around  obstructions  and  serve 
rooms  or  buildings  of  irregular  shape. 


This  Lamson  pneumatic  tube  system  transmits  orders  in 

a  few  seconds  to  any  department  in  the  large  wholesale 

warehouse  of  Lehn  &  Fink,  Inc.,  New  York. 


Lamson  Light 
Elevators 


Lamson.  light  elevators  are 
built  in  a  standard  series  to 
cover  virtually  the  entire  range 
of  light  duty  service.  They 
vary  in  type  from  the  message 
lift  for  carrying  cash  and 
papers  between  floors  to  the  elevator  or  dumb-waiter 
which  raises  with  ease  loads  up  to  200  pounds.  They 
are  handsome  in  design  and  finish  and  are  well  adapted 
for  installation  without  enclosures  in  banks,  offices,  and 
wherever  attractive  appearance  is  important. 


Lamson 
Service 


A  Lamson  representative 
will  be  glad  to  investigate  the 
movement  of  your  products 
about  your  factory  or  store 
house.  If  Lamson  conveyors 
would  save  you  money,  he  will 

recommend  a  system  to  meet  your  requirements. 
Architects,  engineers  and  others  planning  new  build 
ings  are  invited  to  confer  with  us  in  regard  to  the  most 
economical  and  efficient  layout  of  a  carrier  or  conveyor 
system.  This  service  incurs  no  obligation;  moreover, 
it  may  lead  to  results  of  value  to  you. 


Lamson  wire  line  conveyors  in  shoe  factory  carrying  dies 

from  die  room  to  operators.     They  also  carry  tool?,  job 

tickets,  time  tickets,  small  parts,  laboratory   samples,  etc. 

Weinbrenner  Co.,  Milwaukee,  Wis. 


THE  LAMSON  CO.,  BOSTON,  MASS. 

Address  neares'  office.     For  list  of  offices  see  page  762. 

763 


NATIONAL  TOP  AND  BOTTOM  SEALING  MACHINES 


A  Sealing  Ma 
chine   for   Corru 
gated  or  Fibre 
Containers 


National  Top  and  Bottom 
Sealing  Machines  will  seal  the 
top  and  bottom  of  corrugated, 
double-wall  corrugated  or  solid 
fibre  shipping  containers,  re 
gardless  of  size  or  kind,  more 
rapidly,  more  economically  and  more  solidly  than  any 
other  known  method. 

Fibre  board  is  fabricated  by  gluing  three  or  more 
pieces  of  chip-board  together  under  constant  and  in 
fant  pressure,  with  silicate  of  soda  as  an  adhesive.  By 
this  same  method  the  National  Top  and  Bottom  Sealing 
Machines  adhere  the  several  flaps  of  the  case  in  a 
solid  mass.  Using  silicate  of  soda  as  an  adhesive,  the 
machine  exerts  pressure  of  such  a  sort  upon  the  case, 
both  top  and  bottom,  as  to  make  a  solid  mass  of  the 
outer  and  inner  flaps. 


retaining  all  the  original  strength  of  the  side  walls  plus 
the  additional  stiffness  of  a  perfectly  sealed  top  and 

bottom. 

An  automatic  starting  and  stopping  device  controls 
the  application  of  power  in  such  a  way  that  each  case  is 
only  carried  into  the  machine  its  own  length.  Power 
is  thus  shut  off  and  the  machine  stops  until  the  next 


End  View  of  Portable  Top  and  Bottom  Sealing  Machine. 


Only  One 

Operator 

Needed 


Side  View  of  Portable  Top  and  Bottom  Sealing  Machine. 

box  is  started  by  the  operator.  By  this  device  the  speed 
of  the  machine  is  controlled  by  the  speed  of  the  opera 
tor  and  there  is  no  waste  of  power  nor  space  between 
cases  while  the  cases  are  in  transit. 

The  time  of  travel  through  the  machine  is  so  regu 
lated  that  exactly  the  right  amount  of  time  is  allowed 
for  the  crystallization  of  the  silicate  of  soda. 


The  operation  of  this  ma 
chine  is  simple.  The  operator 
applies  the  silicate  and  moves 
the  case  into  the  machine.  The 
guides  bring  the  flaps  of  the 
case  closely  together,  both  top 
and  bottom,  thus  starting  the  case  through  the  machine 
in  rectangular  form.  These  guides  can  be  easily  and 
quickly  adjusted  to  any  size  case. 

The  upper  rollers  shown  below  apply  a  strong, 
flexible-  pressure  against  the  top  of  the  case.  This  pres 
sure  adapts  itself  to  any  irregularities  in  the  surface  of 
the  case  during  its  travel  through  the  machine,  whereas 
a  fixed  weight  would  press  merely  upon  the  high  spots. 
Each  roller  is  .-pring  free  at  each  end  and  all  rollers 
are  independent  of  each  other.  Any  bumps  or  depres 
sions  in  the  case  are  reached  by  each  roller. 

The  thick  canvas  belts,  both  top  and  bottom,  are  of 

such  width  as  to  lie  between  the  side  walls  of  the  case. 

Consequently  there  is  no  crushing  force  exerted  on 

the  side  walls  and  the  case  emerges  from  the  machine 


Showing  the  Flexible  Pressure  on  the  Top   of  the  Case. 


Construction 
Details 


Only  the-1  finest  workmanship 
and  materials  enter  into  Na 
tional  top  and  bottom  sealing 
machines.  They  are  substan 
tially  built  and  have  a  long  life 
under  the  most  severe  conditions 

of  service.     Each  machine  is  completely  erected  in  the 
company's  shops  before  being  shipped. 

As  an  example  of  the  extremes  to  which  the  National 
Binding  Machine  Co.  has  gone  to  make  the  machines 
the  best  possible,  the  rollers  of  the  upper  unit  run  in 
phosphor-bronze  bearings  cast  integral  with  the  steel 
pins  which  pierce  the  frame  of  the  upper  unit.  The 
rollers  of  the  bottom  unit  are  equipped  with  ball  bear 
ings.  All  other  bearings  are  either  ball  bearings  or 
phosphor-bronze. 


NATIONAL  BINDING  MACHINE  CO.,  NEW  YORK,  U.  S.  A. 

764 


STANDARD    CONVEYORS 


Types 


Standard  Conveying  System? 
are  built  to  meet  the  specific 
needs  of  every  industry.  They 
include  the  Standard  Gravity 
Spiral  Chutes,  with  single, 
double  or  triple  runways;  Spiral 

Fire  Escapes;  Gravity  Roller  Spirals;  Gravity  Roller 
Conveyors;  Portable  Slat  and  Inclined  Slat  Conveyors; 
Straight-lift  Elevators,  and  Power  Belt  Conveyors. 


Principal    Fea 
tures    of    Each 


The  runway  of  the  Standard 
Spiral  Chute  is  constructed  of 
wings  of  steel  pressed  to  spiral 
shape  in  a  power-driven  pn>>. 
The  pitch  of  the  chute  is  accu 
rately  determined  to  give  uni 
form  speed  to  any  loading.  Unit  construction,  auto 
matic  fire-doors,  and  adjustable  diverters  are  the 
outstanding  features. 

The  heart  of  the  Gravity  Roller  Conveyor  is  the 
bearing,  which  is  exceedingly  sensitive  and  at  the  same 
time  substantial  and  lasting.  The  stud  is  of  the  very 
best  cold  rolled  shafting  around  which  revolve  nine 
steel  balls.  The  rollers  are  of  steel  tubing.  These 
conveyors  are  made  in  standard  10  ft.  sections. 

The  Portable  Slat  Conveyors  are  castor  mounted, 
motor  driven,  reversible,  and  can  be  used  in  horizontal 
or  inclined  position.  Made  in  standard  lengths  of  ten, 
fifteen  and  twenty  feet. 

The  Automatic  Inclined  Elevator  receives  boxed  or 
cased  goods,  lifts  and  discharges  from  and  to  gravity 
convevor  lines  without  jar  at  top  or  bottom. 


The  Straight  Lift  Elevator  is  continuous  in  opera 
tion,  is  automatically  loaded  and  discharged,  and  has 
a  detecting  device  insuring  safe  loading  and  unloading. 

The  Belt  Conveyor  is  constructed  to  eliminate  all 
drag  and  reduce  friction  to  a  minimum. 


Utility 


The  Spiral  Chute  lowers 
merchandise  direct  from  upper 
to  lower  floors. 

Open  Type  Fire  Escapes  af 
ford  a  non-crowding  and  pro 
tective  mean.-  of  escape. 

Gravity  Roller  Conveyors  offer  profitable  means  of 
transfer  for  boxed  or  cased  goods. 

Merchandise  of  regular  or  irregular  shapes  and  si/.e.- 
is  successfully  conveyed  by  Portable  Slat   Conveyors. 
The  Inclined  Slat  Conveyor  is  adapted  for  elevating 
bulky  packages  of  irregular  shape. 

The  Inclined  Elevator  is  used  extensively  in  all 
industries. 

Belt  Conveyors  are  adapted  to  serve  a  large  variety 
of  industries  and  constructed  to  fill  their  individual 
requirements. 


Flexibility  of 
Standard  Con 
veying  Systems 


Constructed  on  the  unit  plan, 
built  to  meet  every  specific  need 
— it  is  remarkably  flexible. 

The  company  engineers  will 
examine  your  problem  and  as 
sist  you    to   plan    a    system   of 
conveyors.    This  service  is  offered  gratis. 

Branch  offices — Xew  York,  Chicago,  Milwaukee, 
Cleveland,  Cincinnati.  Representatives  in  all  principal 
cities. 


STANDARD  CONVEYOR  CO..   NORTH  ST.   PAUL,   MINN. 

765 


LOOSE,  BULK  AND  PACKED  MATERIAL  HANDLING  SYSTEMS 


Inclined  apron  conveyor.     One  of  many  units  in  Hyilrox  Co.'s  plant,  Chicago,  111. 


Value  of 

Conveying 
Systems 


Samuel  Olson  &  Company 
have  made  thorough  surveys  of 
almost  every  industry.  These 
surveys  have  revealed  the  fact 

I ,.,„„ , „„„ ,„„.„„.!   that  conveying   systems  are  an 

absolute    necessity.      They    are 

the  nucleus  of  any  plant  and  often  regulate  entire 
organizations,  for  with  them  more  can  be  accomplished 
with  a  smaller  amount  of  help. 

Production,  the  objective  of  industry,  is  dependent 
upon  conveying  systems.  With  a  well  regulated  con 
veying  system  careless  methods  of  handling  materials 
are  eliminated.  Raw  materials  are  distributed,  prod 
ucts  routed  to  stock  rooms  and  the  loading  of  cars  and 
trucks  materially  assisted.  The  installation  of  a  con 
veying  system  should  be  given  the  same  serious  con 
sideration  that  is  given  to  the  selection  of  the  plant, 
equipment,  etc. 

Samuel  Olson  &  Company  make  a  specialty  of  de 
signing  conveying  systems  to  conform  to  individual  re 
quirements.  The  service  that  this  company  places  at 
the  disposal  of  manufacturers  is  three  fold — designing 
conveying  systems  consistent  with  data  secured  in 
making  a  survey  of  a  handling  problem — manufactur 
ing  the  necessary  equipment — and  completely  installing 
the  machinery.  This  service  is  significant  inasmuch  as 
the  responsibility  for  the  functioning  of  the  conveying 
system  is  undivided. 


Patented  automatic  elevator  about  to  discharge  to  lower 

run    of    belt    conveyor.      Part    of    American    Can    Co.'s 

system,  Maywood,  111. 


Samuel    Olson    &    Company 

c  c 

Scope  ot          |   manufacture  a  complete  line  of 
Conveying         f    conveying    and    elevating    ma- 
Systems  I    chinery.     This  enables  the  com- 

I „ , j    pany  to  cope  with   almost  any 

handling  problem.  Apron  con 
veyors,  package  belt  and  trough  conveyors,  pivoted  tray, 
patented  automatic,  bucket  and  barrel  elevators,  gravity 
conveyors,  spiral  chutes  and  subveyors,  a  special 


»-« 


&  COMPAQ 


766 


LOOSE,  BULK  AND  PACKED  MATERIAL  HANDLING  SYSTEMS 


Combination  of  spiral  chute  and   gravity  conveyor. 


patented  machine  which  will  handle  the  most  fragile 
articles  with  the  utmost  safety,  are  included  in  the  line 
which  this  company  manufactures. 

There  is  a  necessity  for  some  type  of  conveying  sys 
tem  in  all  manufacturing  establishments.  In  some  in 
stances  the  extent  of  the  installation  may  be  limited, 
depending  entirely  upon  conditions.  Apron  conveyors 
are  used  to  handle  bulky  materials,  either  horizontally 
or  on  an  incline.  Packing  boxes,  baled  merchandise 
sacks  and  pianos  are  conveyed  to  advantage  on  this 
type  of  a  conveyor.  Loose  packages  of  most  every  de 
scription  can  be  handled  on  package  type  belt  con 
veyors.  Department  stores  and  mail  order  houses  are 
the  largest  users  of  package  type  belt  conveyors.  Coal, 
grain,  ashes,  sand,  gravel,  etc.,  should  be  handled  by 
means  of  trough  type  belt  conveyors.  Pivoted  tray 
elevators  elevate  to  any  desired  height  articles 
such  as  bags,  bales,  boxes,  etc. 

Manufacturers  having  to  elevate  standard  size 
boxes  and  tote  boxes  can  reduce  their  costs  by 
using  patented  automatic  elevators  as  this  is  the 
only  elevator  manufactured  which  discharges  on 
the  elevating  side.  Bucket  elevators  are  used 
princiually  to  elevate  sand,  gravel,  grain,  coal, 
ashes  and  chemicals.  Gravity  conveyors  are 
adaptable  to  certain  conditions.  Boxes,  crates 
and  building  materials  are  the  logical  commodi 
ties  to  convey  with  this  type  of  equipment.  Spiral 
chutes  lower  boxes,  bags  and  bales  at  a  low 
cost.  They  afford  an  economic  means  of  dis 
tribution  as  delivery  of  merchandise  is  practically 
immediate.  No  attendants  are  necessary,  hence 
labor  costs  are  lower.  The  company  manufac 
tures  standard  sizes  suitable  for  the  handling  of 
commodities  of  all  types. 

The  subveyor  carries  vertically  or  horizontally 
discharging  automatically  from  one  to  the  other. 
It  is  the  ideal  equipment  in  plants  having  certain 
standard  sized  boxes  or  trays  to  be  carried  from 
one  floor  to  another. 


Engineering 
Service 


Samuel  Olson  &  Company 
maintains  a  service  department 
which  is  at  the  disposal  of  any 
industry,  architect  or  engineer. 
Suggestion  or  advice  is  avail 
able.  Should  a  survey  of  a 
handling  problem  be  required,  Samuel  Olson  &  Com 
pany  will,  without  obligation,  have  one  of  their  con 
veyor  engineers  make  a  study  of  the  conditions.  Fur 
thermore,  they  will  submit  in  layout  form  a  solution  of 
the  problem,  incorporating  in  it  suggestions  for  equip 
ment  which  their  vast  experience  dictates  as  the  most 
appropriate  for  the  requirement. 

Write  to  Samuel  Olson  &  Company  giving  the  type 
of  products  to  l)e  handled  and  the  space  which  can  be 
used  and  the  company  will  submit  plans  and  quotations. 


Part    of    gravity    conveyor    system    installed    in    Fuller- 
Morrison   Company's  warehouse. 

(Wholesale  Druggists) 


SAMUEL  OLSON  &  COMPANY 

2414  BLOOMINGDALE  AVE.,  CHICAGO,   ILL.  FIFTH  AVE.  BLDG..   NEW  YORK 

767 


McKINNEY-HARRINGTON  FILERS  AND  CONVEYORS 


Standard   Type 
Portable    Filer 


The  McKinney  -  Harrington, 
standard  type,  portable  piler  is 
a  combination  car  and  truck 
loader,  and  piler.  Installations 
in  practically  every  field  where 
material  handling  machinery  is 

used  have  proved  its  value  as  a  labor  saving  device.     It 
is  designed  for  handling  packed  materials  in  any  form 


Standard  Type  Filer  with   Drop   Axles   Loading   Barrels 
Into  a  Truck. 

of  container.  The  illustrations  show  the  piler  loading 
barrels  and  piling  bags,  but  boxes,  bales  or  miscel 
laneous  packages  can  be  handled  with  the  same 
efficiency. 


Operation 
of  Piler 


The  piler  is  driven  by  an  elec 
tric  motor  in  most  cases,  but  if 
I   desired,   a  gasolene  engine   can 
;   be    substituted    for    the    motor. 
!  The  motion  of  the  piler  is  re 
versible  so  that  material  can  be 
lowered  as  well  as  elevated. 

The  height  of  the  delivery  end  is  governed  by  a  rais 
ing  and  lowering  device.  This  is  composed  of  a  worm 
at  the  lower  end  of  the  crank  rod  which  rotates  the 
drum  shaft.  This  worm  gear  does  away  with  the  pawl 
and  is  operated  from  the  front  of  the  machine.  The 
raising  and  lowering  device  on  large  machines  is  oper 
ated  by  power. 


Standard  Type  Piler  at  Work  in  a  Rice  Mill. 


The  steel  axles  are  straight  for  work  with  packages, 
boxes  or  bales.  Wooden  slats  may  be  fitted  between  the 
axles  forming  a  continuous  wooden  apron.  In 
handling  barrels  drop  or  bent  axles  are  used  This 
keeps  the  barrel  centered,  preventing  any  tendency  to 
roll  off  the  piler.  When  both  boxes  and  barrels  have 
to  be  moved,  a  combination  of  the  two  axles  is  used. 
Drop  axles  are  inserted  for  a  space  of  about  five  feet, 
then  straight  axles  for  the  same  distance. 

The  pilers  are  mounted  on  small  wheels  or  casters  for 
indoor  use  and  on  a  wagon  frame  for  use  outside. 


Combination 
Piler 


For  use  in  connection  with  a 
conveyor  or  for  piling  and  load 
ing,  the  McKinney-Harrington 
Company  manufacture  the  com 
bination  piler  shown  at  trie  top 
of  the  page.  It  is  better  suited 

to  some  locations   as   the  long  section  lowers   a  little 

nearer  the  floor. 


Floor   Type    Conveyor   Installed,    Showing    Three    Power 
Units. 


Standard 
Sectional 
Conveyor 


The  conveyors  manufactured 
by  t  h  e  McKinney-Harrington 
Company  are  portable  ma 
chines.  They  are  built  in  sec 
tions  enabling  the  user  to  lay 
out  or  change  the  entire  convey 
ing  system  at  will. 


McKINNEY-HARRINGTON   COMPANY 


NORTH  CHICAGO,   ILL. 
768 


McKINNEY-HARRINGTON  LOADERS  AND  FILERS 


elevator  sections  are  built  in  different  lengths  to  meet 
varying  conditions.  The  elevator  swivels  so  that  it  can 
be  turned  and  operated  in  either  direction. 


Klectric  motors  furnish  the  power  for  operation. 
Small  motors  are  used  and  a  power  unit  installed  for 
every  two  or  three  sections  of  the  conveyor.  This  add- 
to  the  ease  with  which  a  conveyor  system  can  be  re 
arranged  to  suit  changing  conditions.  The  illustration 
on  the  opposite  page  shows  a  conveyor  installation  in 
which  three  power  units  are  visible. 

The  cut  above  gives  a  close-up  view  of  one  of  the 
conveyors  arranged  for  a  right  angle  turn.  It  shows 
the  angle  stand  used  for  raising  one  end  of  the  con 
veyor  section  high  enough  to  deliver  onto  the  other  sec 
tion  as  applied  to  actual  use. 

These  conveyors  can  be  supplied  with  anyone  of  the 
axles  used  in  the  piler. 

The    McKinney  -  Harrington 

Portable  portable    coal    loader,    unloader 

Coal  Unload-'r         and   piler   is   designed   to  meet 

and   Loader  nearly  all  conditions.      It  needs 

no    overhead    track    to    unload 

from  the  top  of  a  car.     It  is  so 

constructed  that  it  will  elevate  from  dump  bottom  cars 


Portable  Coal  Unloader  and  Loader. 

into  a  bin,  pit,  or  truck;  or  from  a  pile  into  a  car,  bin 
or  truck. 

The  uprights  are  hinged  to  allow  passing  through  a 
door.  It  is  operated  with  an  electric  motor  or  gasolene 
engine,  the  power  unit  being  mounted  in  the  base.  The 


Portable     Coal     I  nloader     and     Loader     Handling     Coal 
from  Gondola  to  Trucks. 

The  illustrations  on  this  page  plainly  show  some  of 
the  various  uses  of  this  machine.  In  the  first  illustra 
tion  the  full  lines  show  the  elevator  placed  on  top  of  a 
gondola  car  when  the  machine  is  in  the  swiveled  posi 
tion.  The  dotted  lines  show  the  position  of  the  elevator 
for  use  under  dump  bottom  cars  or  from  a  pile  into 
trucks  or  onto  a  car  or  bin. 

The  second  illustration  shows  the  machine  in  use  un 
loading  from  a  gondola  car.  The  variety  of  heights  at 
which  the  elevator  can  be  placed  are  shown  by  compar 
ing  this  illustration  with  the  first. 

In  the  third  illustration  the  machine  is  shown  un 
loading  a  box  car.  The  elevator  enters  the  car  door. 
Xo  overhead  trolleys,  hoists  or  dismounting  is  necessary. 

This  company  also  builds  a  continuous  bucket 
elevator  that  mounts  on  this  same  frame  for  handling 
sand,  gravel,  crushed  stone,  minerals,  etc.,  and  is 
operated  by  the  same  power. 


Portable   Coal    Unloader   and   Loader   Operating  in 
Box  Car. 


McKINNEY-HARRINGTON   COMPANY 

NORTH  CHICAGO.   ILL. 
769 


BROWN   PORTABLE   MATERIAL   HANDLING   APPLIANCES 


The     Brown     Portable     In- 
Inclined  clined    Elevator   is   a    Standard 
Portable  way  of  piling  packed  materials. 
Elevators  Continuous    in   motion,    readily 
portable    and   easily   adjustable 
in   height,   it    is   made    in   any 

size,  to  pile  to  any  desired  maximum  height  and  to 
handle  practically  any  kind  of  package  in  form  to  be 
handled.  The  Brown  Portable  Elevator  elevates  to 
second  floors,  loads  trucks  and  can  be  used  for  many 
other  purposes.  It  elevates  the  highest  tier  as  quickly 
and  cheaply  as  the  lowest,  eliminates  all  the  labor 
usually  between  floor  and  top  of  pile,  speeds  up  the 
men  and  makes  hard  work  easy.  It  is  equally  successful 
in  reclaiming  from  piles  or  tiers.  Bulletin  220-A. 


Made  in  Any  Size.     Height  Is  Adjustable. 


Horizontal 
Conveyors 


Brown  Portable  Conveyors 
("Interveyors")  are  made  in 
sections  of  any  length  desired, 
to  handle  bags,  boxes,  barrels, 
bales  and  bundles.  These  sec 
tions  may  be  readily  detached 
or  attached,  making  the  system  longer  or  shorter,  as 
required.  The  entire  system  may  also  be  oper 
ated  in  conjunction  with  a  Brown  Portable  Inclined 
Piling  Machine,  thus  conveying  the  commodity  any 
distance  and  elevating  it  directly  to  the  top  of  the 
pile  without  a  man  controlling  it  in  transit.  The 
"Interveyor"  has  many  applications  and  is  built  to  fit 
-conditions.  All  sections  are  portable,  and  the  entire 
system  is  instantly  reversible.  Bulletin  220-B. 


Any  Number  of  Sections  May  Be  Used.     Note  Means  of 

Propulsion   and    Accessibility   of  All   Parts.     Power   May 

Also  Be  Underslung. 


Portable  Belt 
Conveyors 


The  Brown  Portable  Belt 
Conveyor  "Portabelt"  is  a 
sturdy,  readily  portable  con 
veyor  designed  for  the  handling 
of  loose  material.  The  "Porta 
belt"  loads  S-ton  trucks,  with 

two  men,  in  10  minutes,  whereas  3  men  require  40 
minutes  by  hand.  The  "Portabelt"  unloads  a  50-ton 
car,  with  2  men,  in  4  hours,  whereas  4  men  require 
8  hours  by  hand.  The  "Portabelt"  is  provided  with  a 
low  receiving  "nose"  which  is  placed  under  the  hopper 
of  cars  in  unloading,  or  completely  buried  in  the  pile 
in  loading. 

In  unloading  cars  with  a  "Portabelt,"  the  material 
need  not  be  shoveled  from  in  under  the  car  to  the 
conveyor,  for  as  the  car  doors  are  opened,  the  material 
will  fall  onto  the  belt.  In  a  stock  pile  the  material  can 
be  scraped  onto  the  conveyor.  In  either  case  the  labor 
of  feeding  is  reduced  50%.  The  "Portabelt"  is  made 
in  various  sizes  and  widths  to  suit  all  common  condi 
tions.  Bulletin  220-C. 


Handles  All  Bulk  Materials. 


Vertical 

Tiering 

Machines 


as  if  they  weighed  but 
type  has  scientific  ar 
rangement  of  gears  by 
which  even  a  1000-lb. 
load  is  elevated  with 
out  strenuous  labor. 
Electrically  operated 
type  is  a  revelation  in 
this  type  of  machine. 
It  embodies  the  utmost 
in  simplicity,  strength 
and  adaptability. 

To  enable  this  ma 
chine  to  pass  through 
doors,  it  is  built  with 
the  frame  hinged,  so 
that  the  upper  part  of 
the  frame  can  be 
folded  down  and  back. 
This  does  not  weaken 
the  machine  for  the 
joint  is  a  rigid  connec 
tion  when  the  machine 
is  erected.  Made  in 
all  sizes  and  capacities. 
Bulletin  220-D. 


Brown  Portable  Vertical 
Tiering  Machines  are  made  in 
both  hand  and  power-operated 
types.  They  pile  heavy,  bulky 
goods  to  the  ceiling  as  cheaply 
as  to  the  first  tier  and  as  easily 
a  few  pounds.  Hand-operated 


Made  in  Both  Hand  and  Power- 
Operated   Types. 


BROWN    PORTABLE   CONVEYING   MACHINERY   CO. 


NORTH  CHICAGO,  ILL. 
770 


LINK-BELT  ELEVATING  AND  CONVEYING  MACHINERY 


',  The    Link-Belt    Company    is 

the  pioneer  in  the  development 
Link-Belt 

Material  Handling     of  the  elevating  and  convey.ng 
Machinery  art'    and    manufactures    practi- 

i,,,,,,,, „,„ ,1    cally  all  types  of  material  han 

dling  equipment. 

A  list  of  the  lines  of  industry  in  which  Link-Belt 
Machinery  is  employed  comprises  practically  the  entire 


Inclined  Apron  Conveyor  Delivering  Automobile  Parts 
from  Basement  Storage  to  First  Floor  Conveyor. 


Link-Belt   Belt   Conveyor. 

loaders,  etc.,  etc.,  which  are  recognized  standard  types 
of  machines  the  country  over.  Such  machines  often 
form  part  of  a  larger  general  plan. 

The  question  to  determine  is:  what  plan  will  accom 
plish  the  results  with  the  greatest  effectiveness  and 
economy. 


range  of  industrial  activity,  because  wherever  labor  is 
used  there  is  a  type  of  Link-Belt  machinery  equipment 
which  makes  that  labor  more  effective — and  more 
contented. 

That  equipment  includes  all  types  of  elevators  and 
conveyors  for  handling  all  materials,  portable  loaders, 
locomotive  cranes,  electric  hoists,  coal  and  ashes 
handling  systems,  loading  and  unloading  machines, 
crushers,  screens,  chains,  wheels,  buckets,  etc. 


A  Machine 

for  Every 

Purpose 


Link-Belt  equipment  is  al 
ways  built  to  fit  the  conditions. 
Practically  every  material 
handling  problem  is  different, 
requiring  individual  attention 
and  studv. 


By  that,  however,  it  is  not  meant  that  there  are  no 
standard  Link-Belt  machines.  There  are,  such  as 
Link-Belt  locomotive  cranes,  electric  hoists,  portable 


Link-Belt  Portable  Loader. 


Link-Belt 
Engineering 

Service 


It  is  not  practicable  for  us  to 
give  information  in  this  publi 
cation  which  would  enable  the 
buyer  to  pick  out  such  ma 
chinery  as  he  might  feel  would 
solve  his  problem.  It  is  to  his 

advantage  to  let  Link-Belt  experienced  engineers  study 
his  problems  and  recommend  conveying  equipment 
which  will  accomplish  the  results  in  the  most  economical 
way.  The  Link-Belt  Company  makes  no  charge  for 
advice,  layouts  or  estimates.  Link-Belt  engineers  are 
prepared  to  give  prompt  sen-ice  in  the  solution  of 
elevating  and  conveying  problems  based  on  their  years 
of  experience  in  this  work. 

Catalogs  will  be  sent  on  request. 


Link-Belt  Apron  Conveyor  Handling  Boxes. 


LINK-BELT  COMPANY 

PHILADELPHIA  CHICAGO 

For  list  of  other  offices  see  page  804. 
771 


INDIANAPOLIS 


PALMERBEE  MANUFACTURING  CONVEYORS 


Manufacturing 
Conveyors 


j        A   PALMERBEE   Manufac 
turing  Conveyor  speeds  up  pro 
duction — lowers  cost  of  produc 
tion — maintains     uniformity  — 
improves    quality  —  saves    floor 
space — makes   labor   more   con 
tented.    On  a  PALMERBEE  Manufacturing  Conveyor, 
you  can   assemble — heat-treat — enamel — bake — dry   or 
freeze. 


Motor  Assembly. 


Motor 
Assembly 


In  manufacturing  automobile 
motors  the  cylinder  castings 
move  forward  on  a  PALMER- 
BEE  Progressive  A  s  s  e  m  b  1  y 
Conveyor  approximately  .5  feet 
per  minute,  on  4  foot  centers. 

Each  operator  performing  his  own  individual  task  a? 
the  motor  comes  to  him. 

Progressive  assembly  of  motors  means  simplified 
operation — increased  efficiency — a  floor  space  saving  of 
from  50  to  100  per  cent — and,  with  a  working  force  of 
60  men,  there  can  be  produced  60  complete  motors  an 
hour.  One  motor  per  man  per  minute. 


Enameling, 

Painting 
and  Drying 


Washing  —  dipping  —  bak 
ing — cooling.  No  stop  to  put 
on — no  stop  in  ovens — no  stop 
to  take  off. 

Pressed  steel  bodies,  fenders, 
hoods,  radiators,  splash  guards, 

sheet  metal  parts,  camera  metal  parts,  electrical  metal 
parts,  handled  mechanically  by  PALMERBEE  methods 
eliminate-  M-ratching  or  jamming. 

Approximately     100     per     cent     production — better 
quality. 


Chassis  Assembly. 


Chassis 
Assembly 


The  net  result  of  chassis  as 
sembly  on  a  PALMERBEE 
Progressive  Assembly  Conveyor 
is  one  complete  automobile  in  3 
hours,  or  22  automobiles  per 
hour  with  56  men. 


springs  and  axles.  On  the  conveyor,  going  constantly 
forward,  the  frame  picks  up  the  motor,  the  transmis 
sion,  steering  gear,  gas  tank,  muffler,  battery  boxes, 
etc.  The  chassis  is  sprayed  with  paint  and,  still  on 
the  conveyor,  moves  into  a  drying  oven.  After  leaving 
the  oven  the  wheels  are  added,  then  the  body  and  acces 
sories. 

The    automobile    leaves    the    Progressive    Assembly 
Conveyor  a  finished  product  ready  to  run. 


Body 
Assembly 


Body   Assembly. 

Automobile  body  manufac 
turers  get  more  and  tetter  pro 
duction  with  PALMERBEE 
Progressive  Assembly  Con 
veyors^  Bodies  trimmed  a  n  d 
wired,  the  windshield  and  top 
mounted,  while  in  motion. 


Washing 
Machines 


Axle  Assembly. 

On  PALMERBEE  Manufac 
turing  Conveyors  washing  ma 
chines  can  be  assembled, 
painted,  dried  and  crated  pro 
gressively.  This  is  but  one  of 
the  many  places  where  con- 
vevors  are  used. 


Gas  and 

Electric  Stoves 

and  Ranges 


Gas  Stove  Assembly. 

For  the  assembly  of  stoves 
and  ranges  PALMERBEE 
Manufacturing  Conveyors  offer 
proven  economies.  30%  in 
crease  in  output — 100%  less 
labor — improved  quality — sim- 


Th.   frai  56  men-  plified  inspection— easier  work— congestion  minimized 

to  the  conveyor    equipped    with       -floor  space  saved. 

PALME^BSEfcOMPANY,  DETROIT,  MICH. 


772 


PALMERBEE  OVERHEAD  CARRIERS— LOADERS— CONVEYORS 


Coal 


PALMERBEE  Coal  Con 
veyors  deliver  coal  to  bunkers 
via  track  hopper,  feeder, 
crusher,  bucket  elevators,  screw 
conveyors,  belt  and  flight  con 
veyors. 


Conveying  Coal  from  Hopper  to  Power  House. 

"Do    your    trucking    on    the 
ceiling"  --  the     PALMERBEE 

way — and  have  c  1  e  a  r  floor 
spaces.  Overhead  Trolley  and 
Track  systems  adaptable  over  a 
wide  range  cf  industries,  store 
houses,  repair  shops,  etc. 

An  electric,  air  or  chain  hoist  in  combination  with 
trolley  and  track  system  permits  one  man  to  do  the 
work  of  five. 


Overhead   Track 

Trolleys   and 

Hoists 


Overhead   Track  and   Trolley. 

PALMERBEE  overhead  trolley  track  systems  are 
not  limited  to  propelling  by  hand.  The  application  of 
a  sprocket  chain  will  propel  the  load  over  the  track 
svstem. 


PALMERBEE 

Portable 
Coke  Loaders 


The  PALMERBEE  Company 
furnish  portable  coke  loaders  to 
gas  plants,  retail  coal  dealers, 
foundries — anywhere  where  the 
loading  of  coke  or  separation 
from  breeze  is  required. 


Portable  Coke  Loader. 


Belt 
Conveyors 


PALMERBEE  Belt  Con 
veyors  provide  a  mechanical 
means  for  conveying  loose  ma 
terial  such  as  coal,  coke,  crushed 
rock,  stone,  ore,  gravel  and 
sand;  also  package  goods,  bags, 
etc. 


Palmer-Bee   Belt   Conveyor. 

PALMERBEE  Traveling 
Cranes  are  specially  designed  to 
lift  and  transport  heavy  loads 
within  a  given  area. 

Hand  or  power  propelled, 
with  electric,  air  or  chain  hoist. 
1  to  10  tons  capicity — roller  tearing  equipped — 


Cranes 


crane  ends  requiring 


PALMERBEE 

Service 


minimum  head  room. 


The  PALMERBEE  Company 

offers  a  complete  Engineering, 
Designing,  Building  and  Erect 
ing  service  to  all  who  would  be 
relieved  of,  or  need  assistance 
in,  their  material  handling 

problems.  Their  engineering  department  is  maintained 
lor  the  express  purpose  of  designing  special  or  adapting 
standard  appliances  to  suit  requirements  for  the  eco 
nomical  handling  of  your  products. 

PALMERBEE  Service  is  made  possible  by  specially 
trained  engineers — long  practical  experience. 
Results  are  guaranteed. 


PALMER-BEE  COMPANY,  DETROIT,  MICH. 


773 


FORD  CHAIN  HOISTS 


The  Ford 
Tribloc 


Because    of    its    rugged,    yet 
™-—'  simple     construction     and     its 

speed  and  efficiency  in  handling 
loads,  the  Ford  Tribloc  is  par- 

n , mi     ticularly  adapted   for  handling 

material  of  all  kinds.     It  low 
ers  smoothly  and  rapidly;  it  holds 
the  load  securely. 

A  distinctive  feature  is  the 
Patented  Loop  Hand-Chain  Guide, 
standard  equipment  of  Ford  Tri- 
blocs  in  all  sizes  from  *4  to  20 
tons.  This  guide  is  an  endless 
malleable  iron  loop  having  fixed 
guiding  strips  adjacent  to  the 
flanges  of  the  wheel,  extending 
from  one  guide  to  the  other  and 
conforming  to  the  circumference  of 
the  wheel. 

The  Loop  Hand-Chain  Guide 
has  many  advantages  over  the  old 
style  strap  guide.  It  prevents  in 
jury  to  the  block  by  protecting  the 
hand  wheel  and  preventing  the 
hand  chain  from  buckling  in  the 
guide,  even  when  the  hoist  is  oper 
ated  at  very  high  speed.  It  per 
mits  rapid  travel  of  the  hand 
chain  without  overriding  the 
flange  of  the  hand  wheel. 

Durability  is  still  further  in 
sured  by  making  all  working  parts 
of  steel  and  covering  the  cut  gears 
by  a  dust  proof  pressed  steel  case. 
Hooks  are  of  drop-forged  steel. 


This  chain  hoist  is  the  ulti- 

mate     developement     of    many 

Widely  Used  years'  experience.    Its  wide  use, 

in   all    industries,   demonstrates 

i....."» ». , , ,„„„     conclusively  its  superiority   for 

quick  and  efficient  service. 

It  is  particularly  adapted  to  work  in  machine  shops 
where  heavy  pieces  must  be  placed  in  accurate  position 
before  production  can  be  started.  One  Ford  Tribloc 
will  save  the  cost  of  two  and  sometimes  three  laborers 
and  soon  pay  for  itself  in  reduced  wages. 


Ford  I-Beam 
Trolleys 


The  Ford  Chain  Block  Co. 
carry1  in  stock  roller-bearing, 
steel  plate,  I-beam  trolleys,  in 
both  the  plain  and  geared  types. 
Standard  sizes  are  given  in 
table  below.  Trolleys  may  be 

widened  to  suit  larger  than  the  standard  I-beam  with 
out  extra  charge. 


CAPACITIES,    I-BEAM    DATA,    ETC 

.    FOR 

FORD 

TROLLEYS 

Capacity 
in  Tons 

Standard 
Size  of 
I-Beam 

Diameter  of  Wheel 
in  Inches 

Smallest  Radius 
for  I-Beam  Curve 

inlnches* 

Plain 

Gea  red 

Plain 

Geared 

K 

4 

3 

18 

y, 

5 

3% 

21 

i 

6 

4% 

«4 

21 

21 

IK 

7 

6% 

5«! 

30 

30 

2 

8 

64 

6'4 

36 

36 

3 

9 

7% 

7V« 

42 

42 

4 

10 

BVt 

8% 

48 

48 

5 

12 

10 

10 

54 

54 

6 

15 

10 

10 

60 

60 

S 

20 

12 

12 

60 

60 

10 

24 

13 

13 

eo 

60 

12 

24 

13 

13 

60 

60 

16 

24 

18 

18 

96 

96 

20 

24 

18 

18 

120 

120 

"  Can  be 

altered  to  suit  larger  beams. 

Screw  and 

Differential 

Hoists 


Where  the  highest  speed  and 
efficiency  are  not  required,  the 
Ford    screw   gear  hoist   is   fre 
quently   used.      Because   of   its 
lighter  weight,  this  type  is  well 
adapted  for  portable  use. 
Simplest  of  all  chain  hoists  is  the  Ford  Differential 
Hoist.     It  is  recommended  for  work  where  a  hoist  is 
used  but  occasionally,   and  high  efficiency   and  speed 
are  not  essential. 


CAPACITIES,    WEIGHTS,    ETC.,    OF 

FORD    TRIBLOCS 

Capacity              Regular  Hoist 
in  Tons                   jn  Feet* 

Reach  in  Feet 
and   Inches 

Min.  Distance 
Between   Hooks 
in   Inches 

Net  Weight 
in  Pounds 

Chain  Pull  In 
Pounds  to  Lift 
Full  Load 

Feet  of  Chain 
Handled  to  Lift 
Load  One  Foot 

V4                             8 

ri     '  " 

13 

53 

62 

21 

9"     5" 

16 

80 

82 

31 

2 

9'     7H' 

18 

124 

110 

35 

„                                       ° 

11' 

21 

188 

120 

42 

4                                             Tf> 

32 

200 

114 

37 

290 

124 

84 

15'    9" 

45 

380 

110 

126 

8                                       5 

46 

390 

130 

126 

10                     ]; 

16'     3" 

49 

470 

135 

168 

12                                     Jo 

54 

570 

140 

210 

w                 5                ;«,  f; 

54 

800 

isot 

126t 

20                                     jj                                    ,L,     r. 

02 

1000 

135t 

168t 

70 

1375 

140t 

210t 

40}  Prices  and  full   particulars  upon  request. 

*  For  each  'hand  ''.'h'ain'.  '"  '**'  Wh'°h  blocks  wlth  ref?ular  lengths  of  chain  will  hoist  above  level  on  which  operator  stands. 

FORD  CHAIN  BLOCK  CO.,  PHILADELPHIA,  PA. 


774 


WRIGHT  HOISTS 


The    design    of    the    Wright 
hoist     is     wrapped     around     a 
Design  single     word     "dependability."' 

Ever  since  the  days  when  this 

im  imij  plant    of    specialists — for    here 

the     whole     thought     of     every 

member  of  the  organization  is  devoted  to  hoists — was 
first  organized— the  one  predominating  thought  has  been 
the  perfection  of  a  hoist  that  would  not  fail  in  action, 
one  that  when  the  load  was  hoisted  the  operators  would 
know  perfectly  well  that  there  would  be  no  danger  of 
injury  and  the  manufacturer  that  his  product  upon 
which  he  had  spent  so  much  time  and  money  would 
not  slip  and  fall  through  failure  of  the  hoist. 


the  load  suspended  is  absolutely  positive  and  dept-nd- 
ible,  and  the  features  of  this  hoist  have  become  known. 


Types  of 
Hoists 


Features 


right  abuse.     For  ex 


In  the  construction  of  the 
Wright  hoist  many  unusual  fea 
tures  are  found.  This  is  the 
case  because  every  condition  the 
hoist  may  encounter  in  service 
is  anticipated — including  down- 
imple,  in  the  nickel,  carbon-steel 


driving  shaft  and  pinion  a  strength  of  four  times  the 
hoist's  rated  capacity  is  found.  Then,  the  load  chain 
wheel,  the  heart  of  any  hoist,  is  a  steel  casting  that  is 
guaranteed  not  to  break,  and  the  load  chain  itself  will 
work  at  from  three  to  four  times  the  rated  capacity  of 
the  hoist.  Add  to  these  the  facts  that  the  hook  will 
safely  carry  up  to  six  times  the  rated  capacity  with 
out  bending  and  that  the  locking  device  for  holding 


The  high-speed  hoist  is  the 
!  last  word  in  hoist  construction. 
!  By  its  use  human  effort  in  the 
I  handling  of  materials  is  actu- 
}  I  ally  reduced  to  a  minimum. 

The  screw  hoist  is  good  for  gen 
eral  repair  work,  where  the  hoist  must  be  continually 
shifted  about  and  the  differential  is  suitable  where  a 
hoist  is  needed  only  occasionally. 

With  a  one-ton  high  speed  hoist,  a.  pull  of  only  80 
Ibs.  on  the  hand  chain  is  needed  to  lift  the  load. 

Another  type  of  Wright  H~:sts  is  the  "Twin-Hook" 
in  which  a  single  hand  wheel  and  chain  operates  two. 
mechanisms.  By  its  use,  one  man  can  raise  evenly  long 
pieces,  motor  truck  bodies,  etc.,  etc. 

Still  another  variation  is  the  hoist  with  a  hand  wheel 
extension  which  is  especially  valuable  when  the  heat 
from  a  furnace  or  the  size  of  the  work  to  be  lifted  is 
such  that  the  operator  cannot  stand  directly  under 
neath  the  hoist. 

The  Wright  High-Speed  Trolley  Hoist  is  another 
form.  It  is  designed  especially  for  use  in  buildings 
where  head  room  is  limited — in  cellars,  warehouses,  etc. 

Wright  hoists  are  made  in  sizes  ranging  from  l/$ 
ton  to  30  tons. 

Our  new  book  on  hoists  will  be  sent  upon  request 
to  the  readers  of  this  Cyclopedia. 


This      Foundry's      Right      Arm. 
The   Wright   High-Speed    Hoist. 


One  Man  Easily  and  Safely 
Lifts  the  Load. 


Speeding  Up  Production  with  a 
Wright  Hoist. 


WRIGHT  MANUFACTURING  COMPANY,  LISBON,  OHIO,  U.  S.  A. 

775 


READING  ELECTRIC  HOISTS 


Distinctive 
Features 


The  Gears  are  cut 
from  solid  blanks  of 
high-tensile  steel  and 
are  enclosed  in  an 
oil-tight,  dust  -  proof 
casing,  in  which  they 
operate  in  a  bath  of  oil. 

This   provides   Automatic   Lubrication    and 
high  efficiency  and  low  cost  of  maintenance. 


R 


F  A  nm/- 

L_r-iL/i  11 VJ 

PRODUCTS 

Must     Make     Good 
—or   We   Will 


Geared  Positive  Automatic  Limit  Stop  for 
lifting  and  lowering.  Adjustable  to  any 
height  of  lift. 

Every  Reading  Hoist  is  equipped  with  a 
double  brake — one  automatic  self-adjusting, 
the  other  controlled  by  operating  cords. 


insures 


Reading  Electric  Hoist. 

Perfect  Balance  at  all  times,  with  or  without  load, 
insured  by  the  use  of  two  drums,  the  lower  hook  remain 
ing  always  central  with  point  of  suspension. 


A.   C. 

ELECTKIC  HOISTS 

Net  Weights 

T 

i 

$ 

— 

„ 

^ 

L* 

•r 

J- 

•— 

V. 

a 

0, 

£ 

^ 

a 

= 

— 

4J 

^  -j 

:.  •- 

u 

a 

'—  fi 

^ 

•- 

fl 

a 

"~  -^. 

^ 

^ 

a 

"". 

•a 

s 

z^ 

C^1 

~.± 

n 

| 

K 

I 

c 

52 

£3 

fl 

*" 

- 

'"*• 

•7.          o 

.-i. 

:--/. 

•^ 

A  A 

1000 

1500 

20 

20 

17%     ,       400 
14               400 

450 

450 

475 
475 

7(.() 
"CO 

A 

2CCO 

10 

S?i      '        12(1 

5CO 

525 

72a 

li 

2000 

30 

17               685 

766 

790 

985 

BV 

2()CO 

•:S> 

18               735 

815 

!-40 

1035 

AA 

MOCO 

10 

7               420 

515 

.MO 

720 

I  '.  1  1 

:iCOO 

30 

14            i*r> 

780 

805 

985 

BBV 

3000 

30 

15 

735 

830 

855 

1C35 

r, 

4000 

15 

8% 

715 

835 

seo 

1015 

c 

4000 

30 

16% 

765 

885 

910 

10ti5 

CC 

4000 

30 

24 

1130 

1250 

1275 

1430 

BV 

4COO 

15 

9 

1160 

1280 

1305 

1460 

CV 

4000 

30 

17 

1180 

13CO 

1325 

1480 

i  -i  '  •, 

4000 

30 

24% 

715 

860 

t90 

1330 

B  I! 

6000 

15 

7 

705 

910 

940 

1380 

r 

0000 

30 

10 

1105 

1310 

1340 

1780 

CC 

6000 

30 

16% 

1195 

1340 

l:!70 

1810 

BBV 

6000 

15 

7%        n:r, 

1340 

1370 

1810 

CV 

6COO 

30 

11)              1170 

1396 

1430 

1785 

CCV 

COCO 

30 

17              12CO 

1  I".", 

1460 

1815 

c 

•«0 

15 

SVt          1220 

1  1  1:, 

1480 

1835 

CC 

8000 

15 

12              I7CO 

1925 

I960 

2:115 

CV 

8000 

15 

8%          1750 

1976 

2010 

2366 

ccv 

SCCO 

15 

1214          1  180 

1  I:;., 

1.100 

2028 

ll\ 

SCCO 

32 

16             1210 

1  Hi.-, 

1530 

2058 

c 

1CCCO 

15 

ii%          1230 

1  I.-;, 

1550 

2«8 

CC 
CV 

ccv 

11X00 
1COOO 
11)000 

15 
15 
15 

9%          1  720 
6%          1760 
9%          1210 

1975 
2015 
1586 

2040 
2080 
1635 

2568 
2«C8 
2CS8 

DV 

100GO 

32 

14%          1210 

1625 

H  175 

2  90 

<' 

12000 

15 

5             1250 

li  2:, 

1075 

2100 

'  ' 
CV 

ccv 

nv 

]IV 
DV 

12000 
12000 
12000 
12000 
10000 
•., 

15 
15 
15 
80 
16 
10 

8%          1740 
1775 

12%          1795 

8        .     1805 
7%          1-25 

2115 
2150 
2285 
2295 
2405 
2425 

2165 
2200 
2335 
2345 
2480 
2500 

2590 
2025 

,:  .;:, 
3045 
3056 
3075 

Either  will  hold  the  load  independently  of  the  other. 


Unit  Plan  of 
Construction 


Each  part  is  an  independent 
unit,  readily  accessible  for  in 
spection,  and  can  be  removed 
without  disturbing  any  of  the 
other  units. 

The  motor  and  controller  are 

mounted  separately  on  one  end  of  the  main  frame,  gear 
case  and  limit  stop  mounted  at  the  opposite  end. 
Winding  drums  are  in  the  center  of  main  frame. 


Variety  of 
Types 


These  hoists  are  built  for  110, 
220  or  500  volts,  direct  current, 
and  alternating  current,  220, 
440  or  550  volts,  2  or  3  phase, 

I, , „„„„ , l    60  cycles. 

For  Hook  Suspension. 
With  Plain  Trolley. 
With  Hand  Operated  Geared  Trolley. 
With  Motor  Driven  Trolley — floor  control. 
With  Motor  Driven  Trolley — traveling  cage  control. 
There  are  24  types  ranging  from  }/>  to  10  tons  ca 
pacity  and  suitable  for  all  requirements. 
Write  for  Catalog  Xo.  48  and  supplement. 


I).   C.    ELECTKIC   HOISTS 

Net  Weights 

3 

^ 

— 

= 

i 

"3 

> 

"=•          I 

"^ 

** 

™ 

'i      - 

£ 

^ 

q 

- 

3J 

-  0 

.-  -. 

•3 
CJ  OJ 

•-  o. 

h 

O 

C' 

2         .5 

~. 

;TJH 

"&? 

•"•'  o 

"~ 

1 

1 

it 

a* 

3-6 

52 

'? 

5 

~.                X 

o 

™  £ 

2" 

A 

1000 

20         19% 

400 

450 

475 

700 

A  A 

1^300 

20         15% 

400 

450 

475 

TOO 

A 

2000 

10           9% 

120 

500 

525 

720 

r. 

2000 

30         19 

685 

765 

790 

985 

BV 

2000 

30          19 

735 

815 

840 

1036 

A  A 

3COO 

10           7% 

420 

515 

540 

720 

BB 

3000 

30          15% 

685 

780 

805 

985 

BBV 

:;cco 

30          15% 

735 

830 

855 

1035 

i: 

4COO 

15           9% 

715 

835 

860 

1015 

BV 

40CO 

15           9% 

765 

885 

910 

1065 

CV 

40CO 

30         19 

1130 

1250 

1275 

1430 

ccv 

4CCO 

30          21 

1160 

1280 

1306 

1460 

cvx 

4CCO 

3(1         26 

1  IS) 

1300 

1325 

1480 

BB 

«coo 

15           7% 

715 

860 

890 

1330 

BBV 

6CCO 

15           7% 

765 

910 

940 

1380 

CV 

MOO 

30          12 

1166 

1310 

1340 

1780 

ccv 

OCCO 

SO         15% 

1195 

1340 

1370 

1810 

cvx 

6COO 

30          19 

1195 

1340 

1370 

1810 

CV 

SCCO 

15            9% 

1170 

1395 

1430 

1786 

ccv 

SCCO 

15          10% 

12CO 

1425 

1460 

1815 

cvx 

SCCO 

15         13 

1220 

1445 

1480 

1835 

I  1  V 

SCCO 

32          lii% 

17CO 

1925 

1960 

2315 

DDV 

SCCO 

82          21 

1750 

1975 

2010 

2365 

CV 

1CCOO 

15            7% 

1180 

1435 

1500 

2028 

ccv 

1CCCO 

!.-»           9% 

1210 

1465 

1530 

2058 

cvx 

1CCCO 

I.",        K;v2 

1230 

1485 

1550 

2078 

1  >  V 

1CCCO 

:!2          15 

1720 

1975 

2040 

2568 

I>nv 

1CCOO 

32          16% 

1760 

2015 

2OSO 

2608 

CV 

120CO 

15           6 

1210 

1585 

1635 

2058 

ccv 

12000 

1  5            7% 

1240 

1625 

1675 

2090 

cvx 

120  00 

15           9% 

1250 

1626 

1075 

2100 

DV 

12000 

30          12% 

1740 

2115 

2165 

2590 

nnv 

12000 

30          15 

1775 

2150 

2200 

2625 

i>\" 

KiCCO 

Mi            8% 

1785 

2285 

2335 

3035 

mix- 

lecoo 

10          10%          1795 

2295 

2345 

3045 

in" 

2  :cco 

H>           7%          1805 

2405 

2480 

3O55 

DDV 

2COOO 

10           8Vi          1S25 

2425 

2500 

307S 

READING  CHAIN  &  BLOCK  CORPORATION,    READING,    PA. 

776 


READING    TRAVELING    CRANES    AND  CHAIN  HOISTS 


Design  and 
Construction 


The  design  of  the 
Reading  Traveling 
Cranes  is  the  result  of 
20  years  practical  ex 
perience  in  the  manu 
facture  of  hoisting 


PRODUCTS 

Must    Make    Good 
—or  We   Will 


machinery. 

Their  cranes  are  of  the  most  rigid.  All  Steel  Con 
struction,  built  for  severe  service. 

End  trucks  so  connected  to  crane  beam,  that  it  is  im 
possible  for  the  crane  to  get  out  of  square. 

Truck  wheels  run  on  steel  roller  bearing.*  and  have 
chilled  and  ground  treads. 


Reading  Single  I-Beam  Crane. 


Types    and 
Capacities 


Single  I-Beam  type,  standard 
or  suspended,  plain  or  geared,  1 
to  10  tons  capacity  up  to  40  feet 
span. 

Double  I-beam  type,  3  to  30 
tons  capacity  up  to  60  feet  span. 
Double  Girder  Type — bridge  built  of  riveted   steel 
plate  girders;   5   to  30  tons  capacity,  up  to  100  feet 
span. 

Write  for  catalog  No.  49. 


Reading   Double   I-Beam   Crane. 

The  hoists  used  in  connection 
Reading  \    with  these  cranes  are  the  Read- 

Hoists  and  ing    Multiple     Gear    Type    or 

Cranes  !   Reading  Electric  Hoists. 

Double    I-Beam    Cranes    can 

be    equipped    with    one    or   two 


Multiple  Gear  Hoists,  as  desired,  and  als» 
with  an  auxiliary  hoist  suspended  from  a 
separate  trolley,  running  on  the  lower  flange 
of  one  of  the  crane  bridge  beams. 

The    main     trolley    on     Double     I-Bc-am 
cranes    can    also    be    mounted    between    the 
ridge  beams  (Submerged  Type),  when  overhead 


crane 

room  is  limited. 


Plain 
Differential 

Type 


For  handling  small  loads 
occasionally,  the  Reading  Dif 
ferential  Chain  Hoist  is  a  very- 
useful  and  desir 
able  appliance. 
It  is  light  and 

easy  to  handle;  it  has  no  parts  to  wear 
out;  it  holds  the  load  stationary  at  any 
point,  unless  the  hand  chain  is  pulled. 

For  garage  work,  or  in  any  place 
where  men  are  available,  and  where  a 
Multiple  Gear  Hoist  would  be  uneco 
nomical,  the  Reading  Differential  Chain 
Hoist  will  fully  meet  the  requirements. 

A  complete  line  ranging  from  l/4  to  2 
tons  capacity. 

Write  for  bulletin  D-l   for  further  in-       Differential 
formation.  Hoist. 


Multiple  Gear 
High  Speed  Type 


Distinctive  Features  are: 
Gears  and  pinions  are  cut 
from  solid  steel  blanks,  and  are 
enclosed  in  an  oil-tight,  dust- 
proof  casing,  in  which  they 
operate  in  a  bath  of  oil. 

This  provides  Automatic  Lubrication  of  all  parts 
uul  insures  free  and  easy  movement,  quickest  per 
formance,  the  least  wear  and  the  longest  service. 

The  brake  consists  of  but  four  parts,  is  self-adjust 
ing,  and  takes  up  its  own  wear.  It  holds  the  load  sta 
tionary  at  any  point. 

The  Chains  are  made  in  their  own  chain  plant  from 
material  of  their  own  special  analysis.  Each  link  is 
carefully  blocked  to  insure  correct  pitch  and  accurate 
tit,  and  every  chain  is  subjected  to  a  rigid  inspection 
and  test  before  being  put  on  a  hoist. 

All  hooks  are  drop  forged  and  will  hold  safely  a 
load  of  five  times  the  capacity  of  the  hoist. 

Each  Chain  Hoist  guaranteed  against  defective  ma 
terial  or  workmanship  for  its  life. 

A  complete  line  ranging  from  l/4  to  20  tons  capacity. 
\\  rite  for  catalog  No.  47  for  further  information. 
Quality,  high  grade  workmanship  and  efficiency  arc- 
distinctive  features  of  all  Reading  products.    Protection 
to  life   and  property  is  the   first  consideration   in  all 
products  of  the  Reading  Chain  and  Block  Corporation. 


Reading  Multiple  Gear  Hoists. 


READING  CHAIN  &  BLOCK  CORPORATION,   READING,    PA. 


C-M  HOISTS,  TROLLEYS  AND  CRANES 


C-M  3-Way  Movable 
Switch,  Matchless  Trol 
ley  and  Cyclone  3- 
Ton  High-Speed  Chain 
Hoist. 


C-M  Matchless  Adjustable  Frame  Trolley 

(also  built  in   geared  type).    Hoist  hook 

reaches    within    1%"    of    I-Beam. 


|  Chisholm-Moore 

Material  Han- 
|  dling   Equipment 


Chisholm  -  Moore  Material- 
Handling  Equipment  includes: 
Cyclone  High-Speed  Chain 
Hoists,  "Moore"  Anti-Friction 
Chain-Hoists,  Standard  Screw 
chain-hoists,  and  Direct  differ- 


C-M   Overhead  Trolley  System   Serving  Shears  and  Saws 
in  Knife  and  Forge  Plant. 


ential  pulley  blocks;  Matchless  Adjustable  Malleable 
Frame  Trolleys,  plain  and  geared  hf  single  and  tandem 
styles,  C-M  Geared  and  Plain  Yoke  Trolleys  and  C-M 
Detachable  Trolleys;  C-M  2-way,  3-way  and  4-way 
movable  switches;  also  automatic  switches;  C-M  Trav 
eling  Cranes,  Wall  Bracket  and  Mast  Jib  Cranes; 
C-M  Trolley  Hoists,  Ammunition  and  Gun  Hoists, 
Hand  and  Power  Winches  and  complete  C-M  Overhead 
Systems. 

For  more  than  a  quarter-century  Chisholm-Moore 
engineers  have  specialized  in  the  design  and  manu 
facture  of  material-hoisting  and  handling  equipment. 
This  extended  and  widely-varied  experience  is  at  your 
disposal  in  the  study  of  your  problems  and  in  the 
planning  of  systems  exactly  fitted  to  your  individual 
needs.  The  illustrations  on  this  page  merely  suggest 
the  wide  scope  of  C-M  equipment;  complete  descriptions 
and  illustrations  can  be  obtained  by  writing  for  a  cata 
log,  which  gives  you  an  abundance  of  hoisting  and 
handling  information. 


Cyclone 
Hoists 


The  secret  of  Cyclone  speed, 
durability  and  efficiency  lies  in 
the  gyrating  yoke.  This  mech 
anism  gives  the  user  three  ad 
vantages  :  ( 1 )  it  produces  a 
higher  gear  ratio  in  less  space; 

(2)  it  supports  the  load  at  all  times  on  2/3  of  all  the 
teeth  (not  on  one  tooth  only) ;  (3)  the  presence  of  two 
yokes  means  that  the  pull  is  always  carried  at  two 
points  directly  opposite,  thus  reducing  friction  to  a 
minimum.  This  gives  a  hoist  with  no  small  delicate 


Cyclone     Shock     Absorber     Hoist     Suspended     from 
Matchless   Trolley   Serving    a   Trip   Hammer. 

parts  to  break  or  require  frequent  adjustment,  a 
powerful  drive  with  remarkably  small  frictional  loss, 
least  possible  exertion  to  lift  the  load  and  high  speed 
with  smooth,  positive  action  free  from  vibration. 

A  multiple  disc  brake  automatically  holds  the  load 
in  any  position  and  releases  without  jerk  or  jar,  the 
handwheel  spinning  freely  in  either  direction  when 
there  is  no  load.  Malleable  iron  frame.  All  gears 
machine-cut.  Three  main  bearings  are  steel  roller- 
bushed,  all  others  fitted  with  graphite  bronze  bearings. 
Chain  is  made  in  our  own  plant  from  special  analysis 
steel,  and  tested  to  30%  overload  strain.  Built  in  J4, 
l/>,  1,  \l/2,  2,  3,  4,  5,  6,  8,  10,  12,  16,  20,  30  and  40 
ton  capacities. 


CHISHOLM-MOORE  MFG.   CO.,   CLEVELAND,   O. 

778 


C-M  HOISTS,  TROLLEYS  AND  CRANES 


C-M  Matchless 
Trolleys 


Built  of  malleable  iron  care- 
|    fully    proportioned    to    provide 
great  strength,  the  use  of  Match- 
I   less    Trolleys    insures    a    large 
I    factor  of   safety.     The  load   is 
carried    equally    on    all    four 

wheels.  The  trolley  is  adjustable  to  varying  sized  I- 
beams  by  means  of  small  vertical  guide  rollers 
mounted  on  an  eccentric  shaft  opposite  each  track 


f 


Handling    Heavy    Castings    with    a    C-M    Jib    Crane, 
Cyclone  Hoist  anil  Matchless  Trolley. 

wheel.  Track  wheels  are  flangeless  so  that  trolley 
may  pass  freely  on  track  curved  to  an  18"  radius. 
Matchless  Trolleys  are  built  in  both  plain  and  geared 
types,  in  the  latter  all  gears  being  machine-cut.  Roller 
bearings,  axles  and  rollers  are  made  of  hardened  steel. 


C-M  Traveling 

Cranes 


C-M  Traveling  Cranes  are 
\  furnished  in  many  standard  and 
I  special  types  to  meet  the  de- 
|  mands  of  the  user.  They  are 

| |   built     with     single     or     double 

bridge,    overhead,   transfer   and 

underhung  types.  On  receipt  of  requirements  as  to 
length  of  span,  maximum  load  and  distance  from  track 
to  floor  the  company  will  forward  blue-prints  showing 
construction  and  clearance  and  submit  prices. 


C-M   Complete 
Hoisting  and  Con 
veying  Systems 


C-M  Complete  Hoisting  and 
Conveying  Systems  (see  typical 
installation  photo  in  first  col 
umn)  are  remarkable  time  and 
labor-savers  wherever  installed. 
Composed  of  items  which  are 

each  distinct  leaders  in  their  respective  classes — Cyclone 
Hoists,  Matchless  Trolleys  and  C-M  two,  three  and 
four-way  switches — the  result  is  an  overhead  system  of 
the  greatest  efficiency. 

Correspondence  in  regard  to  prices  or  specifications 
for  such  systems  will  be  given  prompt  attention. 


Branch  Offices  of  the 

CHISHOLM-MOORE   MFG.    CO., 

CLEVELAND,  O. 

30  Church  St.,  Xew  York 

Peoples  Gas  Bldg.,  Chicago 

Henry  \V.  Oliver  Bldg.,  Pittsburgh 


Piling    Castings    with    C-M    Crane.    ( '.\clone    Hoist    and 
Matchless  Trollev. 


Cyclone  40  -  Ton  High  -  Speed 
Chain  Hoist.  Cyclone  Hoists 
are  the  only  single-unit  hoists 
built  for  capacities  above  3  tons. 


CHISHOLM-MOORE  MFG.   CO.,   CLEVELAND,   O. 


779 


MORRIS  CRANES  AND  HOISTS 


Worm-Gear 
Mechanism 


Spur-Gear 
Mechanism 


Triple-Gear 
Mechanism 


E 


Morris 
Products 


As  specialists  in  the  design, 
!   manufacture  and  application  of 
|   lifting  machinery,  Herbert  Mor- 
[    ris     Incorporated     manufacture 
the  following  products: 

Portable  Chain-Blocks,  Over 
head  Runways,  Trolleys,  Traveling  Chain-Blocks, 
Hand-Operated  Overhead  Traveling  Cranes,  Crane- 
Ways,  Gantry  Cranes,  Hand-Operated  Jib-Cranes, 
Telescopic  Ash  Hoists,  Various  Hand-Operated  Lift 
ing  Equipment  such  as  Winches,  Rope  Blocks,  Eye 
Hooks,  Tripods,  Slings,  Clamps,  Trays,  Buckets,  and 
Jacks. 

Morris  electric  equipment  includes  Portable  Hoists, 
Overhead  Runways,  Trolley-Hoists,  Overhead  Travel 
ing  Cranes  and  Friction  Hoists. 

Herbert  Morris  Incorporated  are,  furthermore,  in  a 
position  to  consult  with  you  concerning  specially  de 
signed  equipment  to  meet  your  particular  requirements. 
Large  catalog  will  be  sent  on  request. 


Morris  Geared 
Chain-Blocks 


The  three  models  of  Morris 
Geared  Chain-Blocks  are  fitted 
with  an  automatic  brake,  actu 
ated  by  the  reaction  due  to  the 
load.  They  are  further  equipped 
with     machine-cut     gears,     re 
liable  load-chain,  accurately  made  pocket-wheels  and 
forged  hooks. 

The  worm  gear  chain  block  is  adapted  to  capacities 
from  J^th  ton  to  60  tons.  The  double-thread  high 
angle  machine-cut  worm  gives  a  remarkably  small  fric 
tion  loss. 

For  regular  day-in  and  day-out  service,  under  good 
conditions,  such  as  in  a  modern  machine  shop,  the 
Morris  spur-gear  chain-block  with  its  high  efficiency 
is  selected  by  discriminating  users. 

In  an  atmosphere  of  dust  or  steam  a  Morris  triple- 
gear  chain-block  should  be  used;  its  gears  are  well 
protected  by  a  close-fitting,  pressed  steel  cover.  The 
compact,  balanced  mechanism  allows  a  close,  high  lift. 


«  T  In  purchasing  a  chain-block 

Morns  Traveling  f    it  is  advisable  to  consider  the 

Wonn-Gear        ;    advantages  offered  by  the 
Chain  Blocks      j    traveling  type.     This  type  con 
sists   of   a   Morris   chain   block 
built  into  a  trolley,  arranged  to 

run  on  the  lower  flange  of  an  I  beam.  By  such  a 
trolley,  heavy  loads  may  be  easily  moved  and  accurately 
plai  r<l. 


The  Morris   system  of  over- 
Overhead  ileucj    runways    is    designed    to 
I-Beam  overcome  the  handicaps  of  nar- 
Runways  row    doors,    irregular    floors, 
pipes,  shafting,  wiring,  etc. 

To  eliminate  the  troubles  of 

poorly  working  switches,  such  as  getting  out  of  adjust 
ment,  binding,  jerking,  and  so  on,  specify  Morris 
Q.E.F.  junctions.  This  junction  has  no  moving  parts. 
There  are  no  open  ends.  Each  trolley  is  fitted  with 
steering  gear  by  which  it  may  be  guided  through  the 
switches.  No  stop,  no  hesitation. 

Morris  runways  are  being  used  in  machine  shops, 
foundries,  biscuit  factories,  chemical  plants,  tanneries, 
glass  works,  warehouses,  freight  sheds,  textile  mills, 
lead  works,  automobile  plants,  power  houses  and  both 
indoors  and  out-of-doors.  Ask  for  Bulletin  311. 


Jib-Craiies 


Morris  jib-cranes  are  stand 
ardized  in  a  great  variety  of 
types:  they  may  be  attached  to 
a  wall  or  post,  or  they  may  be 
arranged  self-supporting  or 
"independent.'' 

The  hoist  may  be  fixed  at  the  end  of  the  jib,  or  it 
may  be  suspended  from  a  trolley  of  the  I-beam  or 
top-running  type. 

Component  parts  are  standard,  and  are  carried  in 
stock.  The  structure  is  designed  to  meet  varying  re 
quirements.  Ask  for  Bulletin  521. 


Hand-Operated 

Overhead 
Cranes 


Morris  hand-operated  over 
head  cranes  are  similarly  stand 
ardized  in  a  wide  range  of 
styles.  Stock  parts,  produced  in 

f.  quantities,    facilitate   prompt 

shipment  and  insure  a  uni 
formly  reliable  product.  Machine  cut  lifting  gears, 
mtomatic  load-brakes  arid  roller-bearing  travel-wheels 
ire  outstanding  features"  of  all  Morris  hand  cranes. 
\sk  for  Bulletin  401. 

r  1'  or   prompt    service   and   the 
best    of    lifting    machinery    in 
Canada  Canada,    consult    The    Herbert 

Morris  Crane  &  Hoist  Co..  Ltd., 
at  Niagara  Falls.  Out. 


20-Ton  Crane  in  a  Pumping  Plant. 


HERBERT  MORRIS  INCORPORATED 

BUFFALO,  N.  Y. 
780 


EUCLID    ELECTRIC    HOISTS 


Saving  Money 

with 
l-'.m-liil    lloi-l- 


The  cost  of  handling  mate 
rial  by  hand  is  much  higher, 
and  the  saving  that  could  be 
effected  by  installing  an. electric 
hoist  much  greater,  than  is  gen 
erally  understood. 

Tin-  speed  of  an  electric  hoist  requiring  only  one 
man  to  operate  it  is  from  ten  to  twenty  times  that  of  a 
hand  hoist  requiring  from  one  to  three  men.  The  labor 
saved  by  installing  only  one  2-ton  electric  hoist  in 
place  of  one  2-ton  chain  block  (assuming  that  there 


The  hoisting  drum  is  a  heavy  iron  casting,  with  ma 
chine  cut  grooves,  of  sufficient  size  to  take  all  of  the 
hoist  cable  without  overwinding.  The  cable  is  fastened 
to  the  drum  in  such  a  way  that  it  cannot  get  loose,  but 
can  be  very  quickly  replaced  by  a  new  one  when  worn 
out. 


Variety  of 
Types   and 


The  basic  features  of  design 
and  construction  are  the  same 
for  all  types  of  Euclid  electric 
hoists.  The  sizes  and  details  of 


Sizes 

are  25  lifts  of  2  tons  per  day  to  an  average  of  7  feet)      I,,,,,,,,,,,,,, , „ ?    equipment   however  vary,  mak- 

is  enough  to  pay  for  the  electric  hoist  in  four  months.  ing  a  number  of  types  sufficient 

Multiply  this  by  the  number  of  men  handling  material      for  any  set  of  conditions.    There  are  electric  hoists  of 


in  your  plant  and  you  will 
have  some  conception  of 
the  saving  to  be  effected. 
The  cost  of  current  is  neg 
ligible.  In  the  example  giv 
en  above,  it  would  be  less 
than  5  cents  per  day. 

Euclid  hoists  are  all  elec 
trically  o  p  e  r  a  t  e  d.  The 
frame  is  in  one  piece.  The 
motor  platform  is  substan 
tial  and  so  arranged  that 
any  standard  hoist  motor 
can  be  used,  while  the  va 
rious  standard  types  of  sus 
pension  yokes  and  trolleys 
are  all  interchangeable  and 
all  fit  the  standard  hoist 
casings. 


USE  ANY 
STANDARD 
MOTOR 


Euclid  Electric  Hoist 


the  single  suspension  \y\><- 
to  be  used  in  place  of  a 
chain  block;  hoists  with 
either  plain  or  geared  hand 
power  trolleys;  hoists  with 
motor  driven  floor  control 
trolleys;  cab  operated  trol 
leys;  and  electric  derrick 
hoists  in  capacities  from  J/2 
to  15  tons. 

\Yith  such  a  variety  of 
types  and  sizes  it  is  little 
wonder  that  Euclid  hoists 
have  found  their  place  in 
such  a  variety  of  industries. 
They  are  already  installed 
in  ice  plants,  warehouses, 
rolling  mills,  forge  shops, 
foundries  and  bridge  and 
machine  shops.  Their  flexi- 


The  accessibility  of  all  parts     bility    and   adaptability   to  conditions  makes    them    a 


Accessibility 

of  All  Parts 


can  be  seen  from  the  illustra 
tion  above.  A  Euclid  hoist  can 
be  disassembled  in  two  or  three 
minutes  by  any  workman.  After 
removing  the  cover  on  the  cas 
ing  end,  all  the  shafts  and  gears  can  be  taken  out 
without  in  any  way  interfering  with  anything  else.  The 
armature  of  the  hoist  motor  can  be  removed  separately 
or  the  motor  can  be  taken  off  without  interfering  with 
any  other  part. 


valuable    addition    to    any  shop. 


Other 

Euclid 

Products 


Details  of 
Construction 


Spur  gearing  is  used  on  all 
types  of  Euclid  hoists.  There 
are  three  reductions.  The  first 
two,  with  the  mechanical  brake, 
run  in  an  oil  tight  casing.  This 
is  a  feature  of  great  importance 

in  foundries  and  other  plants  where  the  hoist  is  con 
stantly  exposed  to  dirt.  As  the  motor  is  at  one  end  of 
the  hoist  frame  and  the  gear  case  at  the  other,  it  is 
impossible  for  oil  to  reach  the  motor  and  cause  trouble. 
All  the  hoist  bearings  are  of  ample  size  to  prevent 
heating  or  rapid  wear  under  the  hardest  service.  The 
brake  is  of  the  disc  type  and  so  designed  that  on  the 
smaller  sizes  no  motor  brake  is  required. 

A  limit  attachment  of  the  lever  type  is  furnished  on 
all  floor  controlled  hoists,  which  acts  on  the  controller, 
returning  it  to  the  neutral  position  or  automatically 
reversing  before  the  hook  block  can  run  up  high  enough 
to  do  any  damage.  A  lower  limit  can  also  be  furnished 
as  an  extra  when  required. 


In  addition  to  electric  hoists 
and  trolleys  the  Euclid  Crane 
and  Hoist  Co.  manufacture  a 
complete  line  of  one,  two  and 
three  motor  overhead  traveling 
cranes,  both  single  and  double 

girder  types,  floor  or  cab  controlled;  also  electric  and 
hand  driven  transfer  bridges;  I-beam  switches  and 
hoist  units  for  storage  battery  trucks. 

The  overhead  traveling  cranes  can  be  supplied  vary 
ing  in  capacity  from  one-half  to  15  tons,  in  spans  not 
exceeding  70  feet.  They  are  particularly  adapted  for 
all  machine  shop  and  foundry  service,  or  any  work  of 
similar  nature. 


Repair  Parts 
in  a  Dav 


The  service  to  the  buyer  does 
not  stop  with  his  purchase, 
however.  In  any  hoist  or  crane, 
parts  will  eventually  wear  out 
or  break,  and  at  times  this  may 
cause  ji  severe  loss  in  time  and 
money.  All  the  parts  of  the  standard  Euclid  electric 
hoists  and  cranes  are  carried  in  stock  and  shipments 
can  be  made  promptly.  Under  ordinary  conditions, 
90  per  cent  of  all  orders  are  filled  the  same  day  that 
the  order  is  received. 


EUCLID  CRANE  &   HOIST   COMPANY,    EUCLID,    OHIO 

781 


MARIS  "I"  BEAM  TROLLEY— ELECTRIC  HOIST 


Easy     Movement 

of  Maris  "I" 
Beam    Trolleys 


The  single  pivot  connection  When  writing  for  information  state  the  weight  to  be 
of  the  side  plates  in  the  Maris  carried,  the  span  of  the  crane,  the  kind  of  current — 
"I"  beam  trolley  insures  at  all  whether  A.C.  or  D.C.,  and  if  the  crane  is  to  be  equipped 
times  equal  bearing  on  the  four  with  electric  traveling  drive, 
wheels  of  the  trolley.  Moreover, 
the  wheels  on  the  Maris  trolley 

are  faced  to  a  double  cone.  This  feature  brings  the 
bearing  in  a  line  with  the  center  of  the  tread,  and  cen 
tral  with  the  roller  bearing.  The  double  cone  face  has 
a  further  advantage  in  greatly  reducing  friction  while 
passing  around  curves. 


Plain  "I"  Beam  Trolley. 


Geared  "I"  Beam  Trolley. 


I  The  Way  a  Mari 
"I"  Trolley 
Is  Made 


With  the  exception  of  the 
wheels  all  parts  of  a  Maris  trol 
ley  are  of  steel.  The  sides  are 
thick  steel  plates.  The  wheel 
studs  are  forced  into  the  plates, 
under  heavy  pressure,  held  on 

one  side  by  a  large  nut  and  by  a  shoulder  on  the  other. 
The  shackle  for  hanging  the  hoist  is  of  steel.  Hard 
steel  roller  bearings  in  grease  retaining  cages  are  used 
throughout.  This  feature  in  conjunction  with  the  lateral 
movement  of  the  wheels  on  the  studs,  reduces  friction 
and  prevents  binding  against  the  face  of  the  stud. 

Maris  trolleys  have  as  few  parts  as  possible,  thereby 
reducing  the  breakage  risk  to  a  minimum.  The  large 
size  and  correct  proportions  of  roller  bearings,  the  spe 
cial  hardness  of  chilled  treads  combined  with  the  all 
steel  construction,  renders  the  Maris  trolley  practically 
indestructible. 

The   usual    method    of   han- 

Maris  dling  ice  in  cans  is  by  means  of 

Ice  Handling;          a   light   crane   with    a    suitable 

Crane  hoist.      Except    for    continuous 

and    particularly    rapid    work, 

where  a   motor   traveling   drive 

may  be  advantageous,  a  crane  moved  by  pushing  on  the 
suspended  can  fills  all  requirements  at  a  very  moderate 
cost. 

The  Maris  totally  enclosed  electric  hoist  designed 
especially  for  this  work,  enables  one  man  quickly  to 
raise  and  remove  the  ice. 

Maris  ice  cranes  have  the  easy  running  features  of 
all  Maris  cranes. 

Hoists  have  either  direct  or  alternating  current 
motors,  as  required.  All  parts  are  enclosed  in  an  oil 
tight  case  from  which  no  oil  can  escape  to  contaminate 
the  ice. 


Hoisting  or  lowering  is  done 
by  pulling  on  the  cords  attached 
Operation  to   the   controller   lever.      An 

automatic  limit  switch  prevents 

, „„„ ,„„„,     the  can  being  raised  too  high. 

All  parts  are  readily  accessible 
for  inspection  and  repairs. 


Maris  Hand  Push  Crane  with  Enclosed  E 
Can  Ice  Plant. 


Hoist  in 


Electric  Hoist 

for 
General  Dutv 


In  shops,  warehouses  and 
mills  having  sufficient  use  for 
an  electric  hoist,  the  Maris  elec 
tric  hoist  will  justify  its  cost  in 
I im ITI iimiiiu"i in  |  labor  saving.  The  Maris  elec 
tric  hoist  embraces  all  the  latest 

features  in  safety,  clearances,  brakes  and  gears,  ease  of 
renewals,  etc. 

The  safety  features  of  the  Maris  hoist  results  from 
various  factors.  Simplicity  in  design,  lowest  possible 
number  of  parts,  and  the  main  frame  casting  with  the 
suspension  lugs  of  steel  and  surrounding  the  rope  drum 
are  all  safety  features  of  Maris  hoists.  Steel  wire  rope 
is  wound  on  a  grooved  drum.  The  automatic  limit 
switch  is  operated  directly  from  the  running  block. 

The  distance  between  the  hook  and  top  of  hoist  is 
designed  to  be  as  small  as  possible  with  hook  at  highest 
point. 

The  brake  and  gearing  run  in  a  bath  of  oil.  The 
brake  serves  the  double  purpose  of  holding  the  load 
and  bringing  the  armature  to  a  prompt  stop. 

The  motor  being  a  complete  unit  can  easily  be  re 
moved.  All  bearings  are  of  bronze  and  of  the  remov 
able  type. 


Electric    Hoist    with    Geared 
Trolley. 


Electric     Hoist     with     Plain 
Trolley. 


Hoists  of  similar  design  and  of  all  capacities  up  to 
7}/2  tons  can  be  furnished  to  suspend  from  a  geared 
trolley,  operating  along  a  runway.  Both  the  hoist  and 
the  geared  trolley  are  operated  by  pendant  cords, 
reaching  to  a  position  where  they  can  be  controlled  from 
the  floor.  Maris  trolleys  are  also  furnished  driven  by 
an  electric  motor  and  controlled  in  a  similar  manner. 

Maris  electric  hoists  are  made  for  direct  current 
standard  at  115  and  230  voltage,  and  for  alternating 
current  at  110  and  220  volt,  3  phase,  60  cycle.  Special 
voltage  and  cycles  can  be  furnished  as  desired. 


MARIS  BROS.,  PHILADELPHIA 

782 


HYATT  ROLLER  BEARINGS 


Cranes 

Trolleys 

Hoists 


Into  every  modern  system  of 
material  handling  some  forms 
of  cranes,  trolleys  or  hoists 
usually  enter.  A  selection  of 
the  proper  type  of  overhead 
transportation  is  important  and 

to  insure  economical  handling  it  is  equally  important 
that  the  equipment  be  of  the  most  modern  design. 

Hyatt  Roller  Bearings  are  essential  parts  of  over 
head  handling  equipment  if  real  economy  of  power, 
lubricant,  and  maintenance  are  to  be  secured.  By  re 
ducing  friction  and  thereby  reducing  the  power  re 
quired  to  operate,  by  operating  for  long  periods  of  time 
without  additional  lubricant  and  by  standing  up  under 
the  severest  service  conditions  for  years  without  ap 
preciable  wear,  Hyatt  Roller  Bearings  make  cranes, 
trolleys  and  hoists  economical  and  dependable. 

Many  manufacturers  of  overhead  handling  equip 
ment  are  prepared  to  furnish  Hyatt  Roller  Bearings 
either  as  standard  on  their  equipment  or  when  specified. 

i 


Advantages 
on  Trolleys 


One  man  can  quickly  handle 
the  heaviest  loads  on  a  Hyatt 
equipped  trolley  without  fatigue 
because  the  bearings  begin  to 
revolve  just  as  soon  as  he  exerts 
any  effort.  A  test  shows  that  a 
pull  of  95  pounds  was  required  to  move  a  load  of  4,000 
pounds  on  a  brass  bearing  trolley,  where  only  50 
pounds  was  required  to  move  the  same  load  on  a 


Hyatt     equipped     I-beam     trolley     manufac 
tured  by   Curtis  Pneumatic   Machinery 
Company,   St.   Louis.   Mo. 

Curtis-Hyatt  equipped  trolley.  On  comparing  a 
Hyatt  equipped  trolley  with  a  plain  cast  iron  bearing 
trolley  the  ratio  was  three  to  one  in  favor  of  the  Hyatt 
trolley. 

Electrically  and  hand  oper 
ated  hoists  attain  their  highest 
efficiency  when  equipped  with 
Hyatt  Bearings.  A  test  of  Bar 
ber-Foster  Hyatt  equipped  elec 
tric  hoists  showed  that  they  re 
quire  22%  less  power  to  operate  at  a  speed  21% 
greater  than  similar  hoists  with  ordinary  bearings. 


Hyatt 

Equipped 
Hoists 


-si 


Hyatt    equipped    electric    hoist    and    trolley 
manufactured   by   the    Barber-Foster   En 
gineering  Company,  Cleveland,  Ohio 

Thus  a  Hyatt  equipped  hoist  is  able  to  do  the  same 
work  quicker  and  with  less  power  with  a  smaller, 
lighter,  and  less  costly  motor  than  a  plain  bearing 
hoist. 


I        Cranes  in  ordinary  every  day 
Cranes  with       j    use  are  subjected  more  than  any 
Hyatt  I    other  type  of  machinery  to  ne- 

Bearin«s          I    gleet  and  abuse.    They  are  fre- 
i    quently  overloaded  and  only  in 
exceptional     circumstances    are 

they  properly  lubricated.  Ordinary  plain  bearings  will 
not  stand  up  under  such  treatment  for  any  length  of 
time.  A  plain  bearing  crane  is  bound  to  be  out  of 
service  more  or  less  frequently  for  bearing  repairs, 
often  when  it  is  most  needed  to  speed  up  the  work. 

Because  of  their  sturdy  chrome  vanadium  steel  rollers 
Hyatt  Roller  Bearings  are  capable  of  operating 
properly  under  the  worst  conditions  of  use  and  abuse, 
and  therefore  insure  years  of  dependable  crane  service. 
A  recent  test  of  two  10-ton  bridge  cranes,  one 
equipped  with  plain  bearings  and  the  other  with  Hyatt 
Roller  Bearings  showed  a  power  saving  during  accelera 
tion  of  22.1%  and  an  average  saving  in  power  re 
quired  at  normal  traveling  speed  of  48.5%  in  favor 
of  the  Hyatt  equipped  crane. 


Our  engineers  are  bearing 
specialists  and  are  often  able  to 
present  designs  for  the  use  of 
Hyatt  Roller  Bearings  that  are 
of  real  value  to  manufacturers 
and  users  of  cranes,  trolleys  and 

hoists.     Get  in  touch  with  us  regarding  any  bearing 

problem  without  obligation. 


Hyatt 

Engineering 
Service 


HYATT  ROLLER  BEARING  CO.,  NEW  YORK,  N.  Y. 

783 


SPRAGUE  ELECTRIC  HOISTS 


Suitable 
for  Unlimited 

1  .-(•- 


The  uses  of  Sprague  Elec 
tric  Hoists  are  unlimited.  They 
have  already  been  installed  in 
foundries,  machine  shops, 
pressrooms,  warehouses,  abat 
toirs,  power  houses  and  all 
kinds  of  factories,  outside  as  well  as  indoors;  they 
have  seen  service  on  the  docks,  in  brick  yards  and 
mines,  and  in  all  places  exposed  to  the  elements.  Thev 
have  been  used  for  handling  bales  of  cotton,  rolls  of 
paper,  safes,  boilers,  rails,  ammunition,  automobiles, 
and  numerous  other  commodities. 

The  small  electric  hoist  has  become  an   important 


Type   W   Loading   Pipe   Tees 

factor  in  the  modern  foundry  equipment.  For  the  suc 
cessful  handling  of  copes,  cores  and  flasks  in  foundry 
work  a  very  delicate  speed  regulation  is  required.  The 
foundry  hoists  built  by  the  Sprague  Electric  Works 
are  equipped  with  special  "Foundry"  controllers  which 
particularly  adapts  them  to  this  class  of  work. 

Sprague  electric  hoists  are  especially  adapted  to 
service  in  machine  shops.  The  output  of  a  machine 
tool  is  dependent  upon  the  facility  with  which  the 


work  is  brought  to  it  and  taken  away  from  it.     The 
use  of  a  small  electric  hoist  over  each  tool  enables  the 


1)00  Pound  Hoist  in  Machine  Shop 

operator  to  avoid  all  unnecessary  delays,  thus  increas 
ing  the  output  of  the  tool. 


Electric  Hoist  Cage  Control 


TAI'.I.i;    OF    WEIGHTS    AND    CAPACITIES    1 

(lit    TVI'KS 

W-l    AND    W-2 

Trolleys 

N'et  Weights 

- 

o 

I 

Di 

Plain 

Hand-Gen  veil 

Motor-Driven 

Cnpacitj 
rounds 

gfc 

.£ 

S3 

0 

O  4_, 

ft 

0) 

1 

B 

I-Beam 
Inches 

I5- 

-"" 

I-Beam 

Indies 

r    - 

^  C  r 

3-r 

3. 

s« 

Radius 
?urve  in 
Keet 

Motor 

"3 

O 

35 

""£ 

"55  .- 

-!» 
**"!"? 

ill 

* 

5 

a," 

* 

X. 

Ss 

3° 

g  a 

-~ 

S.S 

3 

EC) 

B 

o 

'S  g^ 

2°^ 

I 

M 

p.  C 

if. 

??  o 

-7 

^  — 

B 

KS 

KB 

^^ 

DIE] 

:CT  c 

rUftENT   HOISTS 

2000 

20         40         2            W-l            M-l 

3           8-15 

8 

8-15 

X 

10-1  r, 

a 

M-l 

2            540 

soo 

870 

1100 

40          40          2             W-l             M-2 

6           8-15 

8 

8-15 

8 

KM5 

8 

M-l          2           660 

920 

990 

1220 

4000 

10         20         4            W-l            M-l 

3           8-15 

8 

8-16 

S 

10-15 

s 

M-l          2            590 

850 

920 

1150 

4000 

20         20         4            W-l           M-2 

6           K-15 

8 

8-15 

8 

10-1  r> 

s 

M-l          2           710 

970 

1040 

1270 

3COO 

20         50         2            W-2           M-2 

B           8-15 

8 

8-15 

8 

10-15 

s 

M-l          2           870          1140     ,     1210 

1610 

4000 

30         50         2            W-2            M-3 

9           8-15 

8 

8-15 

8 

10-15 

8 

M-l         2           970         1240         1310 

1710 

6000 

13         25         4            W-2            M-2 

6         12-18 

10 

12-18 

10 

12-18 

11) 

M-2          4           930         1200 

1270 

1700 

6000 

15         25         4            W-2            M-3 

9         12-18 

10 

12-18 

10 

12-18 

10 

M-2          4          1030          1300         1370 

1800 

12000 

10         16         6            W-2            M-3 

9           

15-18 

10 

15-18 

8 

M-3          6          1460          1960 

2860 

SPRAGUE  ELECTRIC  WORKS  OF  GENERAL  ELECTRIC  CO. 


527-531    W.   34th  St.,  NEW  YORK,  N.  Y. 
784 


SPRAGUE  ELECTRIC  HOISTS 


The  Sprague  Electric  Works 
Sprague  ,    of   tilc    General    Electric    Corn- 

Electric  |   pany    manufactures    and    mar- 

Monorail   Hoists  I    kets    through    its    own    district 

r M , , iiiiiiin|   sales   organization    the   special 
ties  described   in   the   four   fol 
lowing  pages. 

Sprague  electric  hoists  fill  the  gap  between  hand 
chain  blocks  and  large  three  motor  traveling  cranes. 
They  give  from  six  to  eight  times  the  speed  of  hand 
chain  hoists  and  their  cost  is  only  a  small  part  of  the 
cost  of  traveling  cranes.  They  are  built  in  a  variety 
of  styles,  with  floor  or  cage  control,  and  with  capacities 
varying  from  %  to  6  tons. 


The   Sprague   Electric   Type 
Type  1-6          j    1.5 ;  500  pound  hoist  is  a  light 
500  Pounds        I    hoist  which  is  primarily  for  use 
Capacity          I    over  tools  such  as  lathes,  plan- 

{    ers,  boring  mills,  etc. 

It    has    a    factor    of    safety 

throughout  of  not  less  than  5.     An  upper  limit  of  the 
lever  type  is  provided   which   automatically  turns  the 


Type  1-6 

current  '"off"  when  the  hook  has  reached  its  highest 
safe  position. 


RATING  OF  1-6  HOIST 

09 

^ 

b 

a> 

*o  ** 

li's 

0  3 
sip 

| 

a 

Ilorse-Pow 
of  Hoisl 
Motor 

0  U, 

82 

*"•  —  ' 

4-  •a 

.3  C 

*! 

^ 

500 

25 

15                     1    .               15 

250 

The  Sprague  Electric  Type 
S-l  Hoist  is  a  spur-geared  hoist 
built  to  handle  loads  of  one- 
half  or  one  ton.  Both  sizes 
may  be  equipped  with  a  trolley 
or  if  desired,  the  one-ton  size 

may  be  equipped  with  a  top  hook.     The  control  may 

be  either  from  the  floor  or  from  a  cage. 


Type  S-l 

|  One  Half  and  One 

Ton  Capacities 


Type  S-l 


u 
O 

•j 
1 

^ 

Wt.  of  Hoist  &  Trolley 

O 

•"C 

"Z  3 

"JS 

£^< 

K 

S<   ^ 

•go 

_  — 

:-  Q 

U 

a.^ 

li 

^ 

K5 

&£ 

5 

C9  - 

00 

* 

«« 

O 

" 

"*- 

E 

WjJ 

SQ 

"• 

"Z: 

1000          30      i     28          1          1.5          480 

600          630           1015 

2CCO 

15 

13           2           1.5           505           025          665           1040 

Type  W 

1-2-34-6  Ton 

Capacities 


Sprague  Electric  Type  W 
Hoists  are  worm-geared,  having 
lifting  capacities  from  one  to 
six  tons. 

These    hoists    are    built    to 
operate  with  direct  or  alternat 
ing  current.     The  ratings  and  weights  for  D.C.  hoists 
will  be  found  in  the  table  on  the  following  page.    The 
A.C.  hoist  ratings  and  weights  are  approximately  the 


Type  W 


SPRAGUE  ELECTRIC  WORKS  OF  GENERAL  ELECTRIC  CO. 


527-531  W.  34th  St..  NEW  YORK.  N.  Y. 

785 


SPRAGUE  ADJUSTABLE  LOOP  AND  GRAB-BUCKET  HOIST 


/warn 


met 

t  AU#TW«£ 

r»«A- 

.  ^_ 

S" 

|A 

a 

B 

* 

/ff  TW^AVW 

a 

/ 

/ 

"V 

*~MIV**t 

f  T#*t«  W  A 

-N 

/ 

^*"^ 

S 

f 

n.** 

> 

f 

> 

riracToir  **&  Ttmee  (Jj  •*•  r* 
(  4  y  c##fttr#  #*tx  ry.  rsesf  r/r* 

I 

C###/fff  #0/37  T/TAtMS  9/v  Trff 

fl 

\ 

s  i 

I 

#V*t  9f  C#A3  trff#&t/s*£OAt» 

f! 

\ 

\ 

\ 

„ 

X 

i 

3 

! 
1 

wfwr  or  rw*  Ofrsi'irr  iv/r#Ot 
iQ-vt/r/f/4  o#  ofiAf  fm^i  c>vt 

•*  J  r*0f*  T*f*  M0OA-  Of  OMf  GO 

t 

^ 

°^/tM°^r  *%£?%**  °^  *  a**  T* 

v 

^^ 

,KifK^ 

oSSnZSfKwZww'* 

ss'if^ 

##or«f*  c«*>r,«*f  «c,sr. 

/ 

r' 

t 

- 

i 

,' 

£ 

r 

Railway   Terminal  with   Inbound   and   Outbound   Tracks   and    Two    Overhead    Adjustable    Loop    Systems 
for  Movement  of  Goods  Between  Freight  Cars  and  Platform. 


The  Sprague  adjustable  loop 
Sprague  system  is  a  movable  section  of 

Adjustable  track     for     overhead     material 

Loop  System          handling    machinery    in    termi- 

_ u , ,  nal  sheds.  With  this  addition 

the  overhead  track  takes  the 

shape  of  a  continuous  unbroken  loop  which  is  adjust 
able  in  length. 

For  satisfactory  operation  in  a  terminal  shed  the 
overhead  system  must  cover  the  middle  area  as 
efficiently  as  it  does  the  sides  and  ends. 

The  Sprague  adjustable  loop  system  meets  these  re 
quirements  by  providing  a  track  consisting  of  two 
T-rails  laid  on  I-beams  running  along  either  side  of 
the  shed  and  two  sets  of  rails  running  across  the  shed 
on  bridges.  The  rails  on  the  bridges  are  curved  in 
such  a  manner  as  to  meet  the  side  rails  and  form  with 


trol  is  from  the  cage.  The  Sprague  electric  patented 
control  leaves  nothing  to  the  judgment  of  the  operator. 
The  hoisting  controller  is  so  constructed  that  the  oper 
ations  must  follow  one  another  in  proper  sequence  as 
the  operator  turns  the  handle. 


Adjustable   Loop 


them  a  continuous  closed  loop.  The  bridges  which 
carry  the  cross  tracks  are  capable  of  being  moved  back 
and  forth  by  means  of  motors  controlled  by  operators 
in  the  hoisting  trains.  By  moving  the  bridges,  the 
loop  is  made  adjustable  in  length  and  the  entire  floor 
area  is  covered. 


Grab-Bucket   Hoist 


Performs 

All  Handling 

Operations 


Sprague 

Monorail 

Grab-Bucket 

Hoists 


Sprague  Grab-Bucket  Mono 
rail  Hoists  may  be  had  in 
two  types  G.B.-ll  with  a  ca 
pacity  of  y2  cu.  yd.,  and  G.B.-7 
with  a  capacity  of  %  to  1  */&  cu. 
yds.  The  buckets  are  operated 

by  a  lacing  rope  and  two  holding  ropes.  The  motors 
are  either  alternating  or  direct  current  type,  of  high 
starting  torque  and  mechanical  strength.  All  con- 


Sprague  Grab-Bucket  Mono 
rail  Hoists  were  designed  pri 
marily  to  handle  coal  in  manu 
facturing  plants,  but  they  are 
equally  efficient  when  handling 
other  bulk  material,  such  as  iron 

pyrites,  sand,  ashes  and  cement.  The  I-beam  runway 
can  be  of  any  length  and  have  as  many  switches  as  are 
required.  A  complete  monorail  system  is  capable  of 
taking  coal  from  a  barge  or  car,  and  by  the  use  of  a 
single  machine,  delivering  it  to  the  furnace,  making 
all  the  intermediate  stops  for  storage,  crushing  and 
weighing  and  also  be  available  for  carrying  out  the 
ashes. 

A  table  of  capacities,  weights  and  speeds  follows: 


SPRAGUE  ELECTRIC  WORKS  OF  GENERAL  ELECTRIC  CO. 

C  t  T     C  1   I      ^»r       *%    * 


527-531  W.  34th  St.,  NEW  YORK,  N.  Y. 
786 


SPRAGUE  VERTICAL  WINCH  AND  HORIZONTAL  WINDING  DRUM 


TATI1.K    OF    RATING   OK    GRA 

101  ST 

B-BUCKKT    I 

Net  Weight  in  Lbx. 

'c 

R 

a 

es 

Machine 
With  Empty 
Bucket 

Kmpty 
Bucket 

0 

Shipping  Wt. 
Complete 
Mach.  With 
Kmpty  Bucket 

I 

3 

ill 
*  T3^ 

e  $ 

tasg 
•'•i 

S3* 
»I 

*"           h 

l|* 

Bis 

HM| 

%  cu.  yd. 

«6CCO 
12CCO 
122CO 
14CCO 
14200 

21CO 
2500 
2700 
3800 
4000 

(ISO 
1020 
1350 
2030 
2200 

S5CO 
17000 
17200 
204CO 
206CO 

50 
50 

.VI 
50 
50 

ICO 
150 
150 
150 
150 

350 
350 
350 
350 

350 

%  cu.   vd 

1      cu.  vd 

l1/^  cu.  yd 

1%  cu.  yd 

*  With  enclosed  cage. 

The  construction  of  the 
Sprague  Vertical  Winch  is 
strong  and  simple.  The  motor 
is  of  the  direct  current,  series 
wound  or  polyphase  induction 
type  and  is  geared  to  the  winch 

head  through  a  triple  reduction  gearing.    For  pulling 
loads  on  level  tracks  a  single  speed  controller  of  the  cyl- 


Sprague 

Vertical 

Winch 


Vertical    Winch   Pulling   Coal   Barge 


CJ 

"a  8 

L- 

oge 

2  o  _ 

£<  o 
fl 

.    .  O 

.  .js 

rlH 

&s  * 

|P 

J 

H? 

12CCO 

10 

12 

25 

2600    Lbs 

6COO 

10 

12 

50 

26CO    Lbs 

MOO 

10 

12 

75 

26CO    Lbs 

3000 

10 

12 

100 

2600    Lbs 

20CO 

10 

12 

150 

26CO    Lbs 

inder  type  is  used,  which  is  operated  by  a  foot  lever, 
but  where  the  track  is  on  a  grade  a  variable  speed  con 
troller  and  a  holding  pawl  are  furnished.  Both  types 
of  controller  are  retained  in  the  running  position  by  a 
pawl  and  star  wheel,  thus  permitting  the  operator  to  use 
both  hands  on  the  rope. 

These  machines  are  designed  for  all  kinds  of  hauling. 
They  have  been  used  with  great  success  in  spotting  rail 
road  cars,  in  helping  teams  up  grades,  for  pulling  heavy 
trucks  into  and  out  of  shop,  in  drawing  heavy  articles 


on  and  off  drays,  in  warping  vessels  through  draw 
bridges  and  along  docks,  and  for  dragging  heavy  ma 
terial  along  the  ground. 


Sprague      Winding      Drums 
have    a    smooth    flanged    drum 
mounted    horizontally    and    de 
signed    to   exert    a    pull    either 
horizontally,  vertically  or  at  any 
angle.    The  drum  shaft  is  car 
ried  on  pedestals  att  iched  to  the  same  base  frame  as 
the  motor  and  gear  bearings,  thus  providing  a  simple 


Sprague 

Winding 

Drums 


Winding  Drum  in  Car  Shed 

but  rigid  construction.  Either  direct  or  alternating 
current  motors,  and  single  or  variable  speed  controllers, 
can  be  furnished.  Two  types  of  machines  are  offered. 

Type  W-3  winding  drum  has  one  spur  gear  and  one 
worm  gear  reduction,  between  the  motor  and  the  drum. 
The  worm  gear  allows  loads  to  be  lowered  without  the 
addition  of  a  load  brake.  However  all  machines  have 
a  service  brake  attached  to  the  motor. 

Type  D-ll  winding  drum  is  similar  to  type  W-3 
except  that  it  has  spur  gears  only.  Consequently  a 
load  brake  is  necessary  if  loads  are  to  be  lowered.  The 
winding  drum  is  built  in  larger  capacities  than  the 
W-3  and  is  suitable  for  more  severe  service. 

A  table  of  loads,  speeds  and  weights  follows. 


o 

—  - 

•Sic 

::  ~  - 

«  c" 

•J.  " 

-<~. 

-o£ 

Bids 

I*5 

III 

gfil 

•—  ™  i* 

1000 

5 

6                    100                   2200    Lbs. 

2000 

10 

12                    100                    2200    Lbs. 

3000 

15 

15                    ICO                    2200     Lbs. 

4000 

20 

20                   100                   22CO    Lbs. 

SPRAGUE  ELECTRIC  WORKS  OF  GENERAL  ELECTRIC  CO. 


527-531  W.  34th  St..  NEW  YORK.  N.  Y. 

787 


SHEPARD  ELECTRIC  FLOOR  CONTROL  HOISTS 


Floor    Controlled 
Electric  Hoists 


To  meet  the  various  handling 
requirements  of  more  than  70 
industries  many  types  and  ca 
pacities  of  floor  operated  electric 
hoists  have  been  developed. 

Type  23  is  a  floor  operated, 

foundry  control,  direct  current,  monorail  hoist.  It  may 
have  a  two  part  single  or  two  part  double  hoisting 
cable,  and  geared  or  motor  driven  trolley.  For  dimen 
sions  and  capacities  see  the  table  below. 

Type  2  X  S  is  a  floor  operated,  single  speed,  direct 
current,  electric  hoist  with  capacities  ranging  from  % 
to  1  ton.  It  is  built  for  operation  by  110  and  220  volt 
current  only.  Dimensions  and  capacities  are  given  in 
the  table  below. 

Types  1  and  IX  are  floor  operated  foundry  control, 
direct  current,  monorail  hoists.  It  has  2,  3  and  4  parts 
and  single  motor  driven  trolleys.  Type  1  has  the  wind 
ing  drum  mounted  parallel  to  the  direction  of  travel 
and  on  type  IX  it  is  at  right  angles.  Capacities  and 
dimensions  are  given  in  the  table  below. 


Form  2  X  S  Hoist. 


CAPACITIES  AND  DIMENSIONS  OF  2  X  S  HOISTS 

Class  or 
frame  size 

fa 

5.° 

.5  ^ 

>T<  0) 

W  <E 
A 

50 

*c  ? 

6  p 

fi 

Dimensions 

IK 

a 

"3 
? 

A 

X 

W 

H  " 

HV4        Vi,        25        2         14         2'  1" 
HI          %        28        2        14'        ?  1* 
12               1          ?0          2          18'          2'  5%" 

1'5" 

1'8" 

y  &•     520 

2'  6"        520 
2-8"        580 

Form  23  Hoist  with  Motor  Driven  Trolley. 

-0 >r< p >, 


Form  1   Hoist  with  Geared  Trolley 


Form  23  Hoist  with  Geared  Trollev. 


CAPACITIES  AND  DIMENSIONS 

si 

tc    * 

K   4) 

5| 

Cnpncity, 
tons 

tc 
^  "<-.' 

•  £. 
0  c 
^-  ;- 

8 

Dimensions 

Weight, 
Ibs. 

A 

O 

P 

Extreme 
width 

A4 

na 

)no 

Vi,  I.  2        40,  20,  10     2       20'      2'  7" 
1,  2,  8       40,  20,  13     2       20'      2>  7" 
3,  4,  5       20,  15,  12     2       2V      3' 
4.  5,  6       25,  20,  17     2       28'      3' 

IV 

r  c%- 

r  n" 
i'  ii" 

3'  1C'   1170 
3'  10"    1220 
S/    V    2470 
5'    4"    2770 

CAPACITIES  AND  DIMENSIONS 

««J 

5  S 

Capacity, 
tons 

ic 

B'S's 

•  — 

0  0 

w 
A£ 

5*" 

Dimensions 

Weight, 
Ibs. 

A 

X 

W 

Extreme 
width 

A2         H,  1,  2      140,  20,  10,    2 
A4           1,  2,  3        40,  20,  13     2 
B6          3,  4,  5       j20,  15,  12     2 
BIO         4,  5,  6       '25,  20,  17     2 
C12     5,  IVz,  10      2C,  17,  13     2 
C20  71/2,  10,  12V2  30,  24,  20     2 

207    3'  4%" 
207    3'4l/," 
22'    4'  2l/>" 
22'  '4'  3%" 
23'    5'  5%" 
23?    5'5%" 

r  9%^ 

2'  5%" 
3'  2" 
3'  2" 

1'  1C" 
2^5%^ 

3'  1V4*    1090 

y  i%*  ino 

1'  11%"  2350 
2'  3%"    2650 
2'6i4"    4220 
2'6%"    4470 

SHEPARD  ELECTRIC  CRANE  &  HOIST  CO. 

MAIN   OFFICE  AND  WORKS   MONTOUR   FALLS,   N.   Y. 

788 


SHEPARD  BRACKET  CRANES  AND  CAGE  CONTROL  HOISTS 


Form   18  Hoist. 

The  Shcparcl  electric  cage 
operated  monorail  hoist  con 
sists  of  an  electric  hoist  and 
cage  suspended  from  trolleys 
traveling  a  single  I-beam  and 
operated  by  electricity.  It  can 

be  run  in  either  direction  at  a   wide  range  of  speeds. 

The  entire  operation  is  controlled  by  the  man   in  the 

cage. 


Shepard  Cage 
Control  Hoists 


Shepard 
Bracket  Cranes 


The  bracket  crane  above  is  a 
simple,  efficient  apparatus  for 
many  foundry  and  machine 
shop  locations,  and  ably  assists 
the  main  crane.  For  trans 
ferring  work  from  one  job  to 

another,  and  for  jobs  which  tie  up  for  long  periods, 
this  is  a  most  profitable  piece  of  apparatus. 


Bracket    Crane    with    Form    1-X    Hoist 


Form  18,  1  to  6 
Tons  Capacity 


The  Shepard  Form  18  hoist 
!  is  equipped  with  two  hooks 
i  which  are  operated  from  the 
!  same  winding  drum.  The 
(  hoisting  unit  is  at  the  back  of 
the  cage,  die  cables  being  con 
veyed  over  sheaves  to  the  two  hooks  and  fastened  to  the 
frame.  The  absence  of  hoisting  apparatus  in  the  lineal 
vision  assures  safety  and  ease  of  control.  Both 
trolleys  may  be  motor  driven  and  pivoted  to  negotiate 
sharp  curves. 


Form  24  Cage 
Controlled   Hoist. 


Form  24— Yz- 
6  Tons  Capacity 


The  Shepard  Form  24  hoist 
is  of  short  over-all  dimensions 
and  is  equipped  with  a  single 
hook.  The  hoisting  unit  is 
mounted  on  the  back  of  the 
cage,  permitting  a  clear  range 

of  vision  for  the  operator.  Two  parts  of  cable  can  be 
used.  These  pass  over  parallel  sheaves  on  the  hoisting 
frame  and  connect  with  the  hook  through  a  block, 
preventing  all  twisting  or  side  swinging. 


Grab    Bucket    Monorail 
Hoist,    Form    19-13. 


In   the  Shepard   Form  19-13 

Form  19-13  grab-bucket   hoist   two    hoisting 

Grab-Bucket  units    are    provided:       One    to 

Hoist  close  the  bucket  and  the  other 

to  hold  it.     These  are  mounted 

close  to  the  under  side  of  the 

hoist  frame,  thus  permitting  a  clear  line  of  vision  for 
the  operator. 


SHEPARD  ELECTRIC  CRANE  &  HOIST  CO. 

MAIN   OFFICE  AND  WORKS   MONTOUR   FALLS,   N.   Y. 

789 


SHEPARD  CAGE  CONTROL  HOISTS  AND  WINCHES 


Form  25  Cage 
Control  Hoist 


By  the  simple  addition  of  a 
trailer  cage,  in  which  are  placed 
the  controllers,  any  Shepard 
monorail  hoist  equipped  with  a 

rr motor   driven    trolley,   is   easily 

converted  into  a  cage  controlled 

hoist.   This  equipment  is  recommended  for  normal  duty. 
The  hoist  can  be  supplied  with  the  winding  drum 
placed  either  at  right  angles  to  or  parallel  with  the  line 
of  travel. 

The  following  is  one  example,  of  the  saving  that  can 
be  accomplished  by  this  method  of  handling  material. 
Large  lumber  yard  using  Shepard  hoists  cut  cost  of 
unloading  lumber  $20.00  a  car  or  $30,000  a  year,  and 
pile  and  handle  lumber  in  yard  at  a  50  per  cent  saving. 


Form  25  Hoist  Handling  Heavy  Timbers. 


Form  25-1  D.  C.  Monorail  Hoist. 


CAPACITIES    AND    DIMENSIONS 

u« 

a 

-'  • 

en 

: 

Dimensions 

K 

Bl      - 

~  y. 

•-  •="  q 

^?g 

-- 

: 

c 

L- 

— 

=  5 

i!U 

£S.a 

- 

*c 

! 

Bg 

S 

^    J: 

-• 

*-•  y.  vj 

5 

A 

J     ii 

I      H 

~~ 

~ 

I 

s 

* 

<'• 

? 

A2     %,  2  40,  20,  10225,  35C 
HO    3,    520,  1.1,  V2225,  35C 
C12  5,  1  ;  :;o,  17,  i;i  £>,>,  3;>, 

22' 
23 

2 

2 

r  8V4" 

v  ays 

!'6» 

nov 

I  CO  CO  tO 

& 

~>' 

6' 

2580 

7580 

Because  of  its  closed-in  con 
struction  on  electric  cargo  winch 
is  especially  desirable  for  use 
on  ships  and  piers.  As  shown 
in  the  illustration,  the  pier 
winches  are  mounted  on  wheels 

to  make  them  portable.     They  can   be   furnished   for 

direct  or  alternating  current. 


Electric  Cargo 

and  Back 
Geared  Winches 


Electric  Cargo  Winch. 

The  electric  back  geared  winch  shown  below  is  a 
compact  weatherproof  winch,  with  running  parts  com 
pletely  enclosed.  Its  uses  in  and  about  industrial  plants 
are  manifold. 


Electric  Back  Geared  Winch. 


CAPACITIES  AND  DIMEXSIONS 

Class  or 
frame, 
Size 

Pull  on 

single 
line,  Ibs. 

Speed  of 
overhaul, 
f.p.m. 

Proper 
size 

111:1  niln 

rope 

Shippinjr 

\vgt.,  Ibs 

Witli 
base 

Without 
base 

A4 
BIO 
C20 

SCO               125 
1800               140 
35CO                 140 

%" 

IV 
1%" 

820 
1890 
3360 

650 
1630 
3010 

Shepard   Double 
Monorail    Track 


T-rails  may  be  provided  for 
the  hoist  to  run  upon,  thus 
giving  a  hard  steel  wearing 
surface,  rather  than  the  soft 
steel  of  whicli  I-beams  are 
made. 

The  track  is  attached  to  the  I-beams  by  means  of 
bolts  and  spreader  castings  which  make  it  unnecessary 
to  drill  the  beam  for  the  reception  of  this  track.  It  also 
permits  of  using  larger  area  bearings  in  the  trolley 
wheels,  thus  insuring  greater  durability  and  longer  life. 


SHEPARD  ELECTRIC  CRANE  &  HOIST  CO. 

MAIN   OFFICE  AND  WORKS   MONTOUR   FALLS,   N.   Y. 

790 


SHEPARD  OVERHEAD  TRAVELING  CRANES 


Overhead 
Traveling  Cranes 


The  original  Shepard  crane 
design  has  proved  so  satisfac 
tory  that,  during  their  17  years 
of  crane  manufacture,  no 
fundamental  changes  have  been 
made. 

This  design,  when  introduced,  was  entirely  unique 
in  its  provision  for  dirt  exclusion,  thorough  automatic 
lubrication  and  permanence  of  alignment.  All  this  is 


Standard  Type   Crane   Trolley. 

secured  by  locating  the  steel  gearing  and  multiple  disc 
type  brakes  within  cylindrical  frames.  By  this  means 
not  only  the  working  parts  but  the  operators  and  the 
workmen  are  completely  protected. 

The  Shepard  Electric  Crane  and  Hoist  Company 
specializes  on  fully  developed  cranes  of  the  highest 
quality  in  capacities  of  from  1  to  SO  tons.  The  one 
ton  capacity  is  as  complete  in  every  detail  as  any 
heavier  crane,  proving  that  groups  of  small  units  can 
be  handled  as  profitably  as  heavy  single  units. 


Cage-Controlled   Crane 


Shepard  single  I-beam  cranes 
with  latticed  outrigger  construc 
tion  combine  double  girder 
rigidity  with  single  I-beam 
lightness.  These  cranes  are 
widely  used  over  foundry  and 

machine  shop  side  floors  for  capacities  of  1  to  5  tons, 

and  for  medium  and  short  spans. 


Single  I-Beam 

Crane 
with   Hoist 


Single  I-Beam   with   Form    IX   Hoist. 


Clearance    Diagram    of    Cage-Controlled    Crane. 

Time  may  be   saved  in  making  quotations  if  the  above    indicated    dimensions    are    given,   together    with 
available    electric   current    tvoltage),   phase    and   cycles  if  alternating. 


SHEPARD  ELECTRIC  CRANE  &  HOIST  CO. 

MAIN   OFFICE  AND  WORKS   MONTOUR   FALLS,   N.    Y. 

791 


CLEVELAND  ELECTRIC  TRAMRAIL 


Trucking   on    the 

ceiling    with    the 

Cleveland  Electric 

Tramrail. 


The     Cleveland 

Electric    Tramrail 

keeps  the  floor 

clean. 


"Versatility"  is  its  middle  name. 


Who  It  Was 
Made  For 


Have  you  hoisting  and  con 
veying  problems  that  for  their 
effective  solution  require  an 
equipment  so  flexible  that  to  all 
IMJ  appearances  it  is  invisible  (be 
cause  being  out  of  the  way  you 

see  it  only  when  you  are   working  with  it)    and  yet 
capable  of  reaching  into  every  corner  of  your  plant? 
You  are  the  man  for  whom  we  built  the  tramrail. 
In  the  car  foundry  it  carries  the  ladle  of  hot  iron, 


direct  from  the  cupola,  and  empties  it  into  the  mold 
without  further  handlings.  In  the  brass  foundry,  by 
its  use,  the  operator  empties  the  brass  into  the  ladle 
while  keeping  out  of  reach  of  the  heat  and  fumes. 
Whether  it  be  stock  room,  pipe  mill,  drop-forge  plant, 
warehouse,  there  is  a  Cleveland  Tramrail  that  will 
prove  the  means  of  eliminating  manual  labor  and  re 
move  the  disagreeable  from  manufacturing. 


The    Cleveland    is    an    engi- 

Installed  Like         f  erinS     accomplishment.        In 
p.  fact,  so  simple — yet  rugged — is 

a  Fipe  Line       j    thig   lategt   achievement    of   our 

i    engineering  department  that  it  is 
actually  installed  with  no  more 

effort  and  no  more  skilled  labor  than  is  required  in  the 
installation  of  an  ordinary  pipe  line.     The  complete 
track  assembly  is  but  a  combination  of  rails,  fittings 
and  carriers  maintained  in  stock  at  all  times. 
How  do  you  like  the  idea? 
Ask  us  to  tell  you  more  about  it. 


An  Engineering 

Service 
Without  Cost  ! 


Installed  Like  a   Pipe  Line. 


The  men  who  designed  and 
perfected  the  Cleveland  are  ex 
pert  transportation  engineers. 

We  offer  you  their  services 
without  cost. 

Allow  us  to  arrange  for  one 

of  them  to  call  and  study  your  problem,  draw  up  blue 
prints,  and  then  make  their  recommendations. 
It  will  not  obligate  you  in  the  least. 
At  any  event,  ask  for  our  latest  book  on  the  Tram- 
rail.     It's  free  to  the  readers  of  this  Cyclopedia. 


CLEVELAND  ELECTRIC  TRAMRAIL  DIVISION  OF 

THE  CLEVELAND  CRANE  &  ENGINEERING  CO. 


WICKLIFFE,  OHIO    (Near  Cleveland) 
792 


CLEVELAND  CRANES 


10-Ton  Crane  Lifting  Fertilizer. 


10-Ton  ('.rant'   in   Foundry. 


Cranes  Equipped 


With   Buckets 


Bucket  Cranes,  YZ  yard  to  6 
yards    capacity,     for    handling 


Single  Leg 
Gantry  Cranes 


coal,  coke,  ashes,  slag,  lime, 
cement,  crushed  rock,  fertilizer 
or  any  material  that  can  be 
handled  with  a  shovel. 

This  Crane  with  a  4  yard  bucket  handles  fertilizer      u''ta  two  legs,  with  and  without  cantilevers, 
materials  at  the  rate  of  ISO  tons  per  hour. 


Single  Leg  Gantry  Yard 
Cranes  save  a  runway  and  pro 
vide  additional  storage  space 
without  the  cost  of  a  new 
building. 

These   cranes   are   also   built 


20-Ton  Crane  in  Yard.     1   Leg  Gantry. 


Cranes  for  Foundries  and 
Machine  Shops  for  quickly 
handling  and  setting  flasks; 
shaking  out  molds;  pouring  hot 
metal  and  transferring  material 
to  and  from  machines,  saving 
the  time  of  men  and  machines. 


Cranes  for 
Foundries   and 
Machine  Shops 


Sizes  and 
Capacities 


Cranes  in  all  types  and  sizes 
|  from  250  pounds  to  500  tons  for 
1  industries  of  all  descriptions  are 
I  the  product  of  this  firm  that  has 
1  as  many  as  twenty-five  installa 
tions  in  a  single  plant.  For 

when  a  Cleveland  is  once  installed,  the  service  rendered 
is  of  such  a  high  order  that  none  but  a  Cleveland  is 
good  enough  thereafter. 


10-Ton  Crane  in  Yard  Unloading  Freight   Car. 


Cranes  Equipped 
With  Magnets 


Cranes  with  magnets  for  han 
dling  steel,  castings,  scrap  bor 
ings  and  turnings,  etc.,  or 
miscellaneous  material  about 
the  yard  with  the  standard  hook. 
The  installation  of  this  type 

of  Crane  dispenses  with  the  services  of  a  great  many 
laborers. 


Cleveland 
Service 


Cleveland  Cranes  are 
adapted  for  inside  and  outside 
service,  and  so  efficient  and 
economical  is  the  service 
rendered  by  them  that  freedom 
from  the  losses  that  follow  slow 
ind  wasteful  handling  is  the  natural  result.  Your 
crane  problems  when  submitted  to  our  engineers  will 
receive  the  personal  attention  of  men  who  understand 
how  to  forestall  the  worries  of  improper  installations. 


THE  CLEVELAND  CRANE  &  ENGINEERING  COMPANY 


New    York     Office 
50    Church    St. 


WICKLIFFE,    OHIO 
793 


Pittsburgh  Office 
First   Nat'l    Bank    Bldg. 


P    &   H    CRANES  AND  HOISTS 


P    &  H    15-ton  crane  with  3-tc 


Chain  Belt  Co.,  Milwaukee. 


P   &  H    Cranes 
and  Hoists 


The  outstanding  feature  of 
P  &  H  Electric  Traveling 
Cranes  and  Hoists  is  the  service 
provided.  The  extreme  accu 
racy  of  all  fits,  the  cut  steel 
gears,  the  quiet  operation,  the 

enclosed  motors,  and  the  extra  precaution  in  straighten 
ing  all  steel  plates  are  mechanical  features. 

In  details,  the  important  features  of  P  &  H  cranes 
are:  Accessibility  of  all  parts;  each  shaft  lifting  out 
independently;  durability  obtained  by  liberal  design; 
no  overhung  gears  or  pinions;  all  trolley  bearings 
bronzed  bushed;  M.C.B.  type  bearings  on  both  trolley 
and  bridge;  through  bolts  throughout  and  all  gears 
running  in  oil  tight  cases. 

Further,  P  &  H  cranes  have  drums  and  running 
sheaves  of  not  less  than  thirty  times  the  diameter  of 
the  rope;  dynamic  brakes  for  B.C.  cranes;  motor  and 
bridge  brakes  of  heavy  clam  shell  type. 

Xew  safety  crane  cabs  have  also  been  recently  de 
veloped  that  have  all  electric  control  parts  and  wiring 
connections  enclosed  in  steel  cabinets.  Operating 
levers  placed  at  the  front  of  the  cab  give  complete 
control  and  allow  the  operator  to  have  a  clear  view  of 
the  hook  and  space  below. 


Cranes  for  every  industry,  for  indoor  and  outdoor 
service  are  made,  standard  capacities  ranging  from  one 
to  150  tons. 

Hoists  and  Monorail  Conveying  Systems  for  all 
kinds  of  material  handling  are  also  included  in  the 
standard  P  &  H  line. 


&  H   Hoist. 


P  &  H  10-ton  single  leg  double  traveling  gantry  crane  handling  structural  steel  material. 


PAWLING  &   HARNISCHFEGER  CO. 


MILWAUKEE,  WIS. 
794 


CHESAPEAKE    ELECTRIC    TRAVELING    CRANES 


Two  Chesapeake  Electric  Traveling  Cranes  Operating  in  a  Railroad  Yard. 


Chesapeake 
Cranes 


The  Chesapeake  Crane  is  an 
I    electrically     operated     overhead 
I   traveling  crane,  built  for  serv- 
I    ice  either  on  alternating  or  di 
rect  current  power  circuits.     It 
is  equally  efficient  for  all  types 

of  service  from  heavy,  rough  duty  in  rolling  mills,  to 
the  most  delicate  operation  in  setting  cores  in  the 
foundry. 

These  cranes  range  in  capacity  from  1  to  35  tons  and 
are  built  for  any  span. 


Construction 


Chesapeake  Cranes  are  of 
the  most  rugged  construction 
throughout.  Every  care  has 
been  taken  to  make  this  crane 
a  "Safety  First"  crane.  The 
proper  distribution  of  material 

in  the  strained  parts  and  the  liberality  of  surfaces  in 
wearing  parts  insure  strength,  long  life  and  low  cost 
of  maintenance. 

All  parts  are  standardized  as  far  as  possible.  This 
not  only  improves  the  design  and  construction  but  also 
facilitates  quick  shipment. 

Alternating  Current  cranes  are  equipped  with  an 
electric  brake  and  a  mechanical  Load  Brake. 

Direct  current  cranes  usually  are  equipped  with  elec 
tric  brake  only  but  can  be  also  equipped  with  load 
brake  in  addition  to  electric  brake  if  so  desired. 

The  Electric  Brake,  which  is  of  the  iron-clad  solenoid 
band  type,  is  fully  capable  of  holding  the  full  load. 
The  brake  is  always  "on"  when  the  hoist  motor  is  not 
running,  and  is  entirely  released  when  the  motor  is 
running  in  either  direction. 

The  Mechanical  Load  Brake,  which  is  of  the  mul 
tiple  disc  type,  has  ample  capacity  to  sustain  the  full 
load,  without  the  use  of  the  electric  brake.  It  will  not 
allow  the  load  to  run  down,  except  when  operated  in 
the  lowering  direction  by  the  hoist  motor. 

The  Chesapeake  Trolley  is  built  to  meet  the  most 
exacting  requirements  of  heavy  duty  crane  service.  The 
framing  consists  of  two  heavy  cast  channel  section 
side  frames,  rigidly  connected  by  a  heavy  structural 


steel  girt  which  supports  the  hoist  motor,  brakes,  and 
upper  hoist  sheaves.  All  gears  and  pinions  are  of  steel 
with  teeth  cut  from  solid  stock,  and  are  either  fully 
enclosed  or  are  suitably  guarded. 


Chesapeake 
Service 


Large  quantities  of  standard 
ized  crane  parts  are  carried  in 
stock  and  are  always  ready  for 
immediate  shipment.  This  re 
lieves  the  crane  user  of  the 
trouble  and  expense  of  carrying 
a  large  stock  of  repair  parts. 

The  services  of  a  competent  corps  of  engineers  are 
always  available  to  aid  the  prospective  crane  user  in 
the  solution  of  material  handling  problems. 


Two-Motor   Trolley— With    Load    Brake 


The  company  also  fabricates  and  erects  steel  struc 
tures  of  all  descriptions,  including  bridges  and  does 
general  machine  work. 


CHESAPEAKE  IRON  WORKS,   BALTIMORE,   MD. 

795 


SHAW  CRANES 


Standard  Shaw  Crane  for  Steel  Mill  Service. 


The  Primary 

Factors   in   Crane 

Selection 


In  purchasing  an 
electric  traveling  crane, 
two  factors  primarily 
are  to  be  considered. 
First  is  the  design  and 
construction  of  the 

crane  itself  and  second,  and  equally  important, 
is  the  application  of  the  crane  to  the  requirements  of  the 
installation. 

For  example,  consider  the  requirements  and  the  re 
sponsibility  of  a  crane  for  foundry  service.  For  the 
handling  and  pouring  of  molten  metal  the  crane  must 
be,  above  all,  sturdy  and  reliable;  safety  demands  these 
qualities.  Yet  the  same  crane  must  have  the  steadiness 
and  the  delicacy  of  control,  required  for  lifting  copes 
and  drawing  large  patterns  from  the  sand. 

So  in  the  forge  shop,  the  steel  mill,  the  locomotive 
shop — in  every  installation — there  is  a  specific  com 
bination  of  qualities  which  must  be  built  into  the  crane 
to  assure  the  maximum  degree  of  satisfactorv  service. 


Every  Shaw  Crane  installa 
tion  is  an  individual  project  and 
an  engineering  service  backed 
by  30  years'  experience  is  ap 
plied  to  the  adaptation  of  each 
Shaw  Crane  to  the  type  of 
service  in  which  it  is  to  work. 


Adapting  Every 
Shaw  Crane 
to  Its  Work 


The  Shaw   Crane  Works  was  established  in 
1890  and   Shaw,   in   fact,  built  the  first  three- 
motor  electric  traveling  crane,  with  a  separate 
motor  and  individual  control  for  each  motion. 
While  practically  all  of  the  early  Shaw  Cranes, 
built   20  to  30  years  ago,  are  still  in  regular 
service,  this  fact  is  cited  chiefly  as  evidence  of 
the    sound    basis    from    which    the    present-day    Shaw 
Crane,   through   many   years   of   experience,   has   been 
developed. 


Shaw    Bridge    Cranes    have 
The  Range  ]3een    installed    for   indoor    and 

of  Shaw  I    outdoor     service;      in     railroad 

Bridge  Cranes      I    shops     and     yards,     in     round 
I , , I    houses,   in   shipyards,   in   quar 
ries,  in  steel  mills,  in  foundries, 

in  cement  mills  and  in  practically  every  type  of  indus 
trial  plant.  And  it  is  this  range  of  experience  in 
adapting  Shaw  Cranes  to  the  widest  diversity  of  uses, 
which  injects  an  exceptional  "factor  of  safety"  into  the 
purchase  of  a  Shaw  Crane. 

The  capacities  of  Shaw  Cranes  range  from  two  tons 
to  250  tons,  with  spans  up  to  100  feet  or  more.  They 
can  be  supplied  with  single  lift  or  with  main  hoist  and 
a  fast  auxiliary  hoist  for  light  loads,  or  with  double- 
lift  for  handling  pipe  or  structural  shapes,  or  with  two 
independent  trolleys — as  required  for  the  service. 


60  Ton  Shaw  Crane  in  Foundry. 


30  Ton  Shaw  Crane  in  Machine  Shop. 


MANNING,  MAXWELL  &  MOORE,  INC. 


NEW  YORK 
796 


SHAW  CRANES 


For  special  conditions,  features  of  construction  for 
improving  the  service  rendered  are  frequently  incorpo 
rated.  For  instance,  in  the  case  of  a  crane  for  grab- 
bucket  service,  it  is  sometimes  advantageous  to  attach 
the  operating  cage  to  the  trolley  so  that  the  operator 
may  more  directly  observe  the  operation  of  the  bucket. 

So,  in  every  Shaw  Crane  installation,  the  conditions 
of  operation  are  given  full  consideration  in  developing 
the  utmost  of  service. 


30  Ton  Shaw  Yard  Crane  Outside  of  Shop. 


all  Crane  in  Machine  Shop. 


Shaw  Wall 
Cranes 


The  illustration  above  shows 
a  Shaw  Wall  Crane  sen-ing  a 
row  of  tools  in  a  machine  shop. 
In  a  case  like  this,  where  the 

, , , j    overhead    traveling    cranes    are 

busy  all  the  time,  the  wall  crane 

— operating  on  an  entirely  separate  runway — affords  an 
independent  local  service  along  the  side  of  the  shop. 
The  wall  crane  is  especially  well  adapted  for  serving 
planers,  boring  mills  or  similar  tools  doing  heavy  work 
and  requiring  a  more  localized  crane  service  than  it 
would  be  practicable  to  furnish  with  the  main  overhead 
shop  cranes. 


Shaw   Wharf   Crane   Loading   Barge?. 


Shaw   Wharf 
Cranes 


The  illustration  above  shows 
a  type  of  wharf  crane  designed 
for  transferring  canal  -  barge 
cargo  with  a  maximum  of  ease 

)   and  despatch. 

The   crane   travels  on   tracks 

carried  above  the  roof  of  the  shed.  The  boom  in  work 
ing  position  stands  with  the  outer  end  projecting  over 
the  boat  and  the  inner  end  extending  into  the  shed. 
When  the  crane  is  not  in  service,  the  boom  can  be  raised 
to  a  nearly  vertical  position,  allowing  free  travel  from 
one  end  of  the  pier  to  the  other. 

This  construction  permits  the  carrying  of  freight  to 
and  fro  between  the  hold  and  the  inside  of  the  shed  at  a 
.-ingle  handling.  It  carries  the  freight  in  a  straight 
line  and  avoids  moving  a  great  mass  of  structural  work 
or  machinery  whenever  a  draft  of  freight  is  transferred. 
Detailed  information  on  the  application  of  this  type 
of  crane  to  any  specific  pier  will  be  supplied  on  request. 


Descriptive  bulletins  covering 
the  design  and  construction  of 
Shaw  Cranes  will  be  sent  on 
request.  Preliminary  cost  esti 
mates,  clearance  diagrams  or 
any  other  desired  information 

regarding  the  proper  crane  for  any  specific  service,  will 

be  supplied  without  obligation. 


Estimates  and 
Preliminary 
Information 


Shaw   Wharf   Gantry   Crane. 


MAIN    OFFICE:— 119    West   40th    St.,   New    York,   N.    Y. 

DISTRICT    SALES    OFFICES:— Chicago,    Philadelphia,    Boston,    St.    Louis.    Pittsburgh.    Cleveland.    New    Haven.    Cincinnati,    Buffalo. 

Syracuse.    Detroit,    Milwaukee,    San    Francisco,    Seattle 


MANNING,  MAXWELL  &  MOORE,  INC. 

NEW  YORK 

797 


LABRIDE  BRIDGES  FOR  HANDLING  COAL,  SAND,  ETC. 


The  Lakeside  Bridge  &  Steel      overhead  girder  adjacent  to  the  wall.     The  bridge  has 


an  extension  which  reaches  over  the  bunkers.  At  a 
rate  of  100  tons  per  hour,  this  bridge  will  not  only 
unload  cars  to  pile,  but  at  the  same  rate  will  move  the 
coal  from  the  pile  to  the  fireroom  hopper.  Under  ordi- 

etc.,  Steel  Buildings,  Coal  Tip-      nary  conditions  one  man   can  operate   a  "LABRIDE 
pies,  Monorails,   Tib  Cranes,  Whirleys,  Wharf  Cranes,      Bridge"  to  keep  the  hoppers  full  of  coal  at  all  times. 


i  Co.     are    prepared     to    design, 

Products  1  fabricate  and  erect  LABRIDE 

I  Bridges     for     handling     Coal, 

,MJ  Coke,    Ore,    Sand,    Limestone, 


Cargo  Convevors,  etc. 


LABRIDE  Bridge  for  Retail  Yard. 


LABRIDE  Bridge  for  Power  Plant*. 


Handling 
Coal  With 
One  Man 


T  h  e     "LABRIDE      Coal 
Bridge"     is     a     Gantry     Type 
Crane    operated    by    one    man. 
Moving  under  its  own  power  it 
completely     covers     the     entire 
yard,   and   is   the   ideal   equip 
ment  for  the  Retail  Coal  Yard.     Capacity  varies  from 
30    to    100    tons    per    hour.     Cost    from    $10,000    to 
$35,000,  erected  complete. 

The  fact  that  it  is  a  one  man  type,  permits  the 
handling  of  coal  from  the  car  to  the  pile  or  from  pile 
to  the  truck  at  a  very  low  cost  per  ton.  A  LABRIDE 
operator  need  not  necessarily  be  a  skilled  mechanic. 
This,  in  itself,  allows  such  a  range  for  selecting  op 
erators,  that  labor  troubles  are  minimized. 


Typical   Power   Plant   Installation. 


Eliminating 

Conveying 

Machinery   in 

the  Boiler  Room 


To  eliminate  all  conveying 
machinery  in  the  boiler  room 
of  Power  Plants  and  reduce  the 
handling  cost  to  a  very  low 
mark,  numerous  "LABRIDE 
Bridges"  have  been  installed. 

For  this  purpose  one  leg  of  the  bridge  runs  on  the 
ground  rail,  the  other  either  on  the  ground  or  on  an 


The  working  capacity  of  the 
Material  "LABRIDE    Bridge"    depends 

Handling  upon  the  size  of  the  bucket,  the 

Capacities  material  to  be  handled,  and  the 

£ travel.     "LABRIDE    Bridges" 

have  been  installed  with  capac 
ities  from  30  to  350  tons  per  hour,  the  larger  amounts 
being  used  in  Dock  installations  where  it  is  necessary 
to  move  8,000  tons  in  less  than  36  hours  or  pay 
demurrage. 

A  "LABRIDE  Bridge"  of  100  tons  capacity  can 
unload  a  coal  car  in  thirty  minutes  and  load  a  truck 
in  two  minutes. 


Bucket  With   Auxiliary  Hook. 

Where  the  nature  of  the  material  handled  requires 
rather  frequent  use  of  a  hook  with  a  sling  or  a  lifting 
magnet,  at  a  small  additional  cost  an  extra  drum  may 
be  installed.  The  use  of  a  lifting  magnet  is  very  eco 
nomical  in  handling  metal  scrap,  etc. 


LAKESIDE  BRIDGE  &  STEEL  CO. 

407  V1LLARD  AVE..   NORTH  MILWAUKEE,  WIS. 

798 


LABRIDE  BRIDGES  FOR  HANDLING  COAL,  SAND,  ETC. 


In   supply   yards,    retail   coal 

nf  -v;irds>     docks'     I)wver     l)1;ults' 

mills,   factories,  etc.,  the  "LA- 
Operations  BRIDK  Bridge"  has  proved  its 

economical  value. 

In    supply    yards,    handling 

stone,  sand,  gravel  or  other  building  materials  from 
boat  or  car  to  stock  pile  or  truck,  the  "LABRIDE 
Bridge''  minimizes  the  labor  question  and  avoids  de- 


LABRIDE  equipped  with  extra  drum  and  hook.     Handles 
both   coal  and  steel. 

murrage  on  cars  or  boats.  A  "LABRIDE  Bridge" 
acts  in  the  same  capacity  in  retail  coal  yards,  moreover 
it  eliminates  the  erection  of  costly  elevated  car  runs, 
overhead  bins  or  silos,  an  alternate  to  overcoming  the 
labor  question  in  coal  yards. 

About  mills  and  factories,  "LABRIDE  Bridges" 
are  used  to  unload  cars  or  boats  of  coal  or  other  ma 
terials  and  to  make  stock  piles  of  the  same,  also  to 
rehandle  the  material  in  the  stock  piles,  in  .power 
plants,  direct  to  the  fire-room  hopper. 


At  their  retail  yard  at  Mil 
waukee,  the  Callaway  Fuel  Co. 
use  a  "LABRIDE  Bridge" 
with  a  three  ton  bucket  having 
an  unloading  capacity  of  250 
to  300  tons  per  hour.  Since  in 
this  vard  there  is  no  siding,  all  coal  is  brought  in  by 


What  Some 
"LABRIDE 

Bridges" 
Are  Doing 


LABRIDE  Bridge  Installed  at  a  Dock  on  the  Great  Lakes. 


boat,  and  by  means  of  the  "LABR1DK  Bridge"  un 
loaded  to  the  storage  pile.  This  same  "LABRIDE" 
then  moves  the  coal  to  a  hopper  for  loading  trucks. 
To  get  the  greatest  amount  of  storage  as  in  this  par 
ticular  case,  one  leg  runs  upon  an  elevated  track. 

The  results  of  this  installation  have  been  to  double 
the  capacity  of  the  yard  and  reduce  the  men  required 
to  two  or  three. 

The  cost  saving  is  evident. 

One  "LABRIDE"  is  so  successful  at  the  dock  of  the 
United  Coal  and  Dock  Company  at  Milwaukee,  \Vis., 
that  the  Lakeside  Bridge  &  Steel  Co.  are  now  install 
ing  a  second  one.  An  independent  screening  plant  has 
been  erected  which  can  be  used  by  either  bridge. 

The  new  Johns-Manville  plant  at  \Vaukegan,  111., 
is  using  a  "LABRIDE  Bridge"  in  connection  with 
their  power  plant. 


Cargo    Conveyors 
for  Wharfs 


Thirty-two  LABRIDE  Port 
able  Conveyors  were  furnished 
the  United  States  Government 
for  use  at  the  Supply  Bases  in 
Philadelphia  and  Charleston. 
Their  lengths  were  30  and  60 

feet.  The  conveyors  will  stack  boxes,  bales  of  cotton, 
bags,  etc.,  up  to  thirty-five  feet  and  utilize  the  entire 
capacity  of  the  warehouse.  The  Lakeside  Bridge  & 
Steel  Co.  specializes  in  conveyors  of  this  length  which 
are  especially  adapted  to  wharfs,  and  do  not  manu 
facture  the  small  portable  conveyors. 


Sixty-Foot   Conveyor. 


A  Lakeside 

Engineer  at 

Your    Service 


If  you  will  send  to  the  Lake 
side  Bridge  &  Steel  Co.  a  gen 
eral  outline  of  your  yard,  ac 
companied  by  a  statement  of 
the  nature  and  amount  of  ma 
terial  you  must  move  an  hour; 

also  the  voltage  and  whether  alternating  or  direct  cur 
rent,  they  will  submit  an  accurate  proposition  to  you. 
For  this  purpose  the  Lakeside  Bridge  &  Steel  Co. 
maintain  a  corp  of  engineers  and  specialists.  It  is 
their  object  to  solve  your  storage  and  rehandling  prob 
lem  by  adapting  "LABRIDE  Bridges"  to  your  yard 
and  their  services  are  at  the  disposal  of  prospective 
purchasers  without  charge.  In  some  cases  a  LABRIDE 
Bridge  is  not  adaptable,  and  the  Lakeside  Bridge  & 
Steel  Co.  will  install  other  ways  of  handling  your 
materials. 


LAKESIDE  BRIDGE  &  STEEL  CO. 

407  V1LLARD  AVE.,  NORTH  MILWAUKEE,   W1S. 
799 


NORTHERN  CRANES  AND  HOISTS 


Northern  Type 


This  crane  is  designed  as  a 

Northern          j    general   standard   service   crane 

Type  E  Electric  I    and  has  all  modern  features  of 

Traveling   Cranes  I    safety    and    efficiency,    using    a 

I    heavy    substantial    trolley;    all 

steel    gearing    cut;    mechanical 

and  electrical  brakes  or  dynamic  brake;  automatic 
limit  stop;  all  gearing  enclosed  for  bath  lubrication; 
bronze  bearings;  no  gearing  overhung.  It  is  made  for 
either  alternating  or  direct  current  and  in  capacities 
from  1  ton  to  ISO  tons. 


"Type   D" 


"Type   DQ" 


K 

Hoistimr  Speeils 

Lifts 

gfl 

;;-  = 

•—  ™ 

Approximate 

So 
fcZ 

E- 
?: 

- 

il 

h^  3   " 

-w  ^-                        •  ~ 

us 

g| 

•at 

a~ 
°J 

rt  c  ^ 

Is 

Z  j; 

ao 

^O 

X 

an," 

C6 

"^5 

1)!4             500 

20  to  40 

20  to  22 

12 

60 

i  iciiii 

Delioae 

BVj.         1,000 

10  to  20 

10  to  11 

12 

30 

Dehope 

DelKipae 

FVj,         1,000 

25  to  50 

25  to  27 

12 

20 

Dehisc 

Dehica 

HI           2,  CCO 

5  to  10 

5  to    6 

12 

15 

Dell.  .hi 

Deholdno 

Fl           2,000 

20  to  50 

:;    I..— 

12 

20 

Delu.rn 

Dehoca 

Fl%        3,000 

12  to  25 

12  to  13 

12 

12 

Debast 

Dchastac 

F2           4,  CCO 

101025 

10  to  11 

12 

12 

Deliort    |   Deliorta 

G2           4.CCO 

20  to  40 

in;  I.,:'-: 

12 

.     25 

Deify 

IP,  iir.'l 

G3           6.0CO 

17  In  40 

17  to  18 

12 

25 

Delate 

Delaca 

(i:.          10,  CCO 

9  to  20 

9  to  10 

12 

12 

Delight 

Dellca 

G6         12.0CO 

8  to  20 

8  to    9 

12 

12 

Delphic 

Delflca 

J8           16,000 

-.no: 

9  to  10 

12 

12 

Dclntin 

Di'lanea 

J10 

20,000 

8  to  20 

8  to   9 

12 

12 

Delrxils 

Deliini-.-i 

Northern 

Type  D  Electric 

Hoists 


This  series  of  electric  hoist 
comprising  type  D,  DQ  and 
DQV  ranges  from  capacity  of 
one-quarter  ton  to  10  tons  and 
are  made  for  either  alternating 
or  direct  current.  Hardened, 

cut,  enclosed  and  bath-lubricated  steel  gears  are  used; 

all   bronze    bearings;    a    very    substantial    limit    stop. 


Grab-Bucket    Mono-Rail  Hoist. 


Made  for  plain  control  or  variable  speed  control,  as 
desired.  The  type  D  is  for  single  hook  suspension  and 
type  DQ  for  rigid  two  point  suspension.  Type  DQV 
has  grooved  drum — the  other  types  have  spool  drum. 


Northern  Grab 

Bucket  Mono 

Rail  Hoists 


This  hoist  is  made  in  several 
forms  for  either  single  or  mul 
tiple  line  bucket  and  for  either 
moderate  or  high  speed  cur 
rent.  The  usual  capacities  run 
•from  one-half  cubic  yard  bucket 

to  2  cubic  yard  bucket  and  it  can  be  made  in  either  the 
2,  3  or  4  motor  form  depending  upon  service  and 
speeds.  Estimates  furnished  on  receipt  of  particulars 
giving  full  conditions  of  service  and  character  of  ma 
terial  to  be  handled. 


Special  P-L  Double-Hook  Cab  Hoist. 


Northern  Special 

PL  Double  Hook 

Cab  Hoists 


This  cut  shows  the  double 
form  of  cab  PL  hoist.  A  hoist 
designed  for  heavy  service.  It 
is  also  made  in  single  hook 
form  and  in  same  sizes  as  D 
hoists,  but  is  of  much  heavier 


design  and  higher  speeds. 


E-P-L  Mill  Type  Hoist.     Patented. 
For  Heavy  Mill  Service. 

This    hoist    is    practically    a 

Northern  monorail     application     of     our 

EPL  Mill  type  E  standard  crane  trolley, 

H0ist8  and     is     made     for     extremely 

,„,„„    heavy  mill  service,  in  capacities 

from  3   tons  to   10   tons.      The 

working  parts  are  enclosed  frames  of  cast  steel.     It  is 
made  for  alternating  or  direct  current. 


NORTHERN  ENGINEERING  WORKS 

221   CHENE  STREET.  DETROIT,  MICHIGAN 
800 


DRAVO  WHIRLERS,  DRAG  LINES,  DREDGES,  TOWBOATS  AND  BARGES 


Twenty-eight 
Years   of  Experi 
ence  and  Growth 


bridge  substructures 


The  Dravo  Contracting  Com 
pany,  for  the  past  twenty-eight 
years,  has  been  engaged  in  river 
improvement  work,  including 
dredging  and  the  construction 
of  dams,  locks,  river  walls, 
uul  wharves.  Early  in  their  ex 


perience  it  became  evident  that  available  equipment  was 
inadequate  and  unsuited  to  existing  conditions  and  in 
response  to  the  insistent  demand  of  their  Operating 
Department  for  better  and  still  better  machines,  their 
Engineering  Works  Department  was  organized  and  a 
plant  erected  to  supply  this  demand. 

While  the  Engineering  Works  Department  was 
originally  organized  solely  for  the  purpose  of  design 
ing  and  building  equipment  for  the  company's  own 
use,  the  quality  of  their  line  has  brought  customers  to 
the  company  in  a  steadily  increasing  number.  The 
Dravo  shops  have  grown  from  the  first  single  building 
to  the  present  plant  comprising  machine,  forge,  boiler, 
structural  and  plate  shops  with  three  boat  yards  for 
fitting  and  launching  hulls. 


Dravo 
Whirlers 


The  company  has  been  build 
ing  and  using  Dravo  Whirlers 
for  over  twenty  years  on  their 
own  work.  During  this  time  all 
of  the  weak  points  have  been 
eliminated,  new  features  have 

been  added — with  the  result  that  the  Whirler  produced 
today  is  a  machine  rugged  and  powerful,  one  which 
they  know  from  personal  observation  and  experience 
will  stand  up  under  every  condition  and  respond  to 
even-  demand  made  upon  it.  The  fact  that  these 
Whirlers  are  now  giving  unequaled  satisfaction  and 
service  on  their  contracts  should  be  conclusive  evidence 
of  their  ability  to  serve  others  in  a  similar  capacity. 

Quick  action,  long  reach,  full  swing  and  large  ca 
pacity  insure  efficiency  and  unusually  low  handling 
costs.  In  its  manufacture  the  best  of  materials  obtain 
able  are  used  throughout.  Forged  shafting,  cut  steel 
gearing  and  ample  friction  and  braking  surfaces  to 
meet  the  conditions  of  bucket  service  and  reduce  up 
keep  to  a  minimum. 

The  company  also  builds  special  whirlers  for  special 
purposes  and  are  always  glad  to  place  the  experience 
and  knowledge  of  their  engineers  at  a  customer's  dis 
posal  in  the  selection  of  the  best  equipment  for  his 
particular  requirements. 

Further  information  can  be  had  by  writing  for 
Bulletin  111. 


Dravo 

Drag  Line 
Excavators 


The  Dravo  Dragline  excava- 
1  tor  represents  the  last  word  in 
1  the  design  and  construction  of 
!  this  type  of  equipment.  The 
-  ruggedness  of  design,  high  class 


construction,  power,  ability  to 

stand  up  under  the  most  severe  service  and  efficiency 
characteristic  of  all  Dravo  products  are  fully  embodied 
in  these  machines. 

The  best  of  materials  are  used  throughout.  Forged 
shafting,  cut  steel  gearing  and  ample  friction  surfaces 
to  meet  the  conditions  of  service  reduce  upkeep  to  a 
minimum. 

Rotation  is  accomplished  by  means  of  gearing  an 
independent  swinging  engine  to  a  pinion  and  cast  steel 
circular  r:-ck  with  vertical  teeth,  giving  unlimited 


swing.  The  revolving  platform  is  held  in  place  by  a 
central  steadiment.  Vertical  load.-  are  carried  on  heavy 
open  hearth  steel  circular  rail  tracks  with  a  large 
flanged  steel  roller  held  in  relative  position  by  means 
of  a  live  ring.  Overloads  are  provided  for  by  means 
of  a  steel  retaining  ring.  Stability  is  assured  by  the 
large  diameter  of  the  circular  rail  track. 

Standard  Dravo  Draglines  can  be  furnished  up  to 
three  cubic  yard  capacity  with  a  100'  boom. 

This  equipment  is  fully  described  in  Bulletin  112. 


Dravo 
Dredges 


Dravo  Dredges  have  been 
produced  in  response  to  a  de 
mand  for  equipment  that  is 
sturdy,  practical  and  efficient, 
that  moves  the  yardage  without 
interruption  at  a  minimum  of 
operating  and  upkeep  cost. 

The  hulls  are  especially  designed  and  constructed 
for  the  purpose.  The  machinery  throughout  is  the  best 
of  its  kind  available  and  is  thoroughly  adapted  to  the 
severe  service  it  is  called  upon  to  perform. 

Dravo  Dredges,  of  both  the  Dipper  and  Bucket 
Types,  are  giving  unusual  service  and  are  making  re 
markable  performance  records  wherever  installed. 
Many  satisfied  customers  testify  to  the  quality  and  all 
around  efficiency  of  Dravo  Dredges. 

The  company  will  be  glad  to  design  a  Dravo  Dredge 
particularly  adapted  to  any  purchaser's  requirements. 
Complete  data  will  be  found  in  Bulletin  114. 


Dravo  Steel 

Towboats 

and  Barges 


Dravo  steel  towboats  and 
barges  form  a  wide  variety  of 
steel  floating  equipment  and  in 
clude:  twin  screw  tunnel,  stern 
wheel  and  gasolene  propelled 
towboats;  barges  for  coal,  sand 
and  gravel,  oil,  package  freight  and  miscellaneous 
freight;  New  York  State  Barge  Canal  self-propelled 
and  non-self  propelled  cargo  barges  and  galvanized 
barges  for  South  America.  We  are,  therefore,  in  posi 
tion  to  handle  any  class  of  inland  waterway  floating 
equipment. 

Bulletin  115  gives  complete  information  on  this  type 
of  equipment. 


Dravo  Service 
to  tlie  Buyer 


It  is  well  to  bear  in  mind  that 
all  of  the  Dravo  Company's 
equipment  was  originally  de 
signed  and  constructed  so  that  it 
would  pay  dividends  on  their 
own  contracting  jobs.  Buyers  of 

Dravo  equipment,  therefore,  reap  the  benefits  of  Dravo 
experience  and  are  assured  of  sturdy,  efficient  equip 
ment  that  has  proven  its  worth  through  vears  of  prac 
tical  operation. 

The  company  is  prepared  at  all  times  to  furnish 
standard  or  special  equipment  in  any  of  the  above  lines 
and  will  be  glad  to  send  copies  of  any  or  all  of  the 
descriptive  Bulletins  referred  to  above  upon  request. 

The  experience  of  the  Dravo  Engineering  and  Oper 
ating  Departments  has  proven  valuable  to  many  of 
their  customers  and  the  company  is  glad  to  place  this 
knowledge  at  the  disposal  of  their  clients.  They  will 
welcome  an  opportunitv  of  furnishing  complete  in 
formation  on  any  of  their  products  and  will  be  glad  to 
co-operate  with  any  prospective  customer  in  working  out 
his  particular  problems. 


New  York  City 
39  Cortlandt  Street 


THE   DRAVO   CONTRACTING   COMPANY 


ENGINEERING   WORKS    DEPARTMENT 
Pittsburgh.  Diamond  Bank  Bldg. 

801 


Philadelphia 
1630  Real  Estate  Trust  BIdg. 


TERRY  DERRICKS  AND  CRANES 


5-Ton  Self  Slewing   Derrick. 


5  to  30-Ton  Guy  Derricks. 


2-3-5    and    6-Ton  Jinniwink    Derricks. 


Full    Circle    Derrick,    mounted    on    concrete    base. 
Capacity  up  to  4  yd.  bucket. 


Hinged   Boom  Tower  Cranes  Up   to   50  Tons  Capacity 
Stiff  Leg  Derricks  Up  to  150  Tons  Capacity. 


"A"  Frame  Barge  Derricks,  5  to  150  Tons  Capacity. 


The  Terry  Manufacturing 

Terry  Design  Company,    during   the   past    23 

and  Develop-          years,  have  been  designers  and 

ment  Dept.         !    manufacturers    of    Steel    and 

f, „,„ „,„ „„ „„„„ I    Timber   Stiff  Leg,   Guy   and 

Barge  Derricks  and  Jinniwinks, 

also  various  types  of  Hinged  Boom  Revolving  and 
Traveling  Tower  and  heavy  duty  Pedestal  Cranes. 
These  cranes  have  booms  up  to  110'  long  and  will 
handle  up  to  a  4  yd.  bucket.  A  versatile  development 
department  is  maintained  for  the  working  out  of  ma 
terial  handling  proble'ms. 


Terry     Derricks     are    exten- 

Apphcation  sively  used  in  industrial  plants, 

of  Terry  quarries,  lumber  yards,  and  for 

Derricks  the    handling    of    sand,    gravel, 

! , , „„„„„„„    broken  stone,  coal  and  all  other 

bulk  materials.    Terry  Derricks 

are  also  extensively  used  in  the  erection  of  steel  struc 
tures.  Barge  Derricks  are  built  for  general  wrecking 
or  lighterage  work.  Cranes  are  used  in  cement  plants, 
shipyards,  dry  docks  and  industrial  plants. 


Terry  Derricks 
Fittings 


All  Terry  Derricks,  Travelers 
and  Jinniwinks  are  pin  con 
nected,  making  for  inexpensive 
and  speedy  dismantling  or  erec 
tion.  All  goose  necks  are  forged 
from  soft  steel  billets.  The  mast 

step  and  foot  block  is  a  highly  finished  ball  and  socket 
joint  with  a  simple  yet  effective  oiling  system.  The 
mast  head  unit  on  the  stiff  leg  derricks  is  self  contained 
and  attached  by  bolts;  the  gudgeon  pin  and  lead  sheaves 
being  carried  therein. 

Terry   Timber   Derricks   are   carried   in   stock,   and 
are  sold  with  or  without  timbers. 


Information 

to  Accompany 

Inquiries 


To  avoid  delay  in  making 
quotations,  your  inquiries 
should  state — 

1.  Type  of  equipment  desired. 

2.  Heaviest  load  to  be  lifted, 
giving  class  of  material. 

3.  The  distance  from  the  center  line  of  rotation  at 
which  the  load  is  to  be  lifted. 

4.  Boom  length. 

5.  Whether  hoisting  engine  is  required. 

6.  Type  of  power  used,  whether  gasoline,  steam  or 
electricity. 

7.  If  electricity  used,  give  type  of  current  available. 
For  special  conditions,  a  rough  layout  of  the  handling 

problem  should  be  furnished. 


TERRY  MANUFACTURING  CO. 

GRAND    CENTRAL    TERMINAL,     NEW    YORK    CITY 
802 


CLYDE    HOISTS    AND    DERRICKS 


Stiff  Leg  Derrick  for  Clam  Shell  Hucket  Work 


The    Clyde    Iron   Works   de 
signs  and  manufactures  a  corn- 
Products  plete    line    of    hoisting   engines 
and  derricks.  Included  are  such 
, , 1   types  as  stiff  leg,  and  guy  tim 
ber    derricks,    many    classes    of 

steel  derricks,  barge,  jib  boom  and  cane  derricks; 
steam,  electric,  gasoline  and  belt  driven  hoisting  en 
gines,  excavators,  logging  machinery  and  supplemen 
tary  equipment. 

For  material  handling  derricks  any  of  these  hoists 
are  applicable.    If  it  is  desired  to  swing  the  boom,  a 

swinging  gear  may  be 
coupled  to  the  hoist,  or 
independent  swinging  en 
gine  used. 

Some  of  the  standard 
types  of  equipment  are 
illustrated  on  this  page, 
b  u  t  specifications  and 
prices  on  machinery  to 
meet  special  conditions 
will  be  furnished  on  re 
ceipt  of  t  h  c  necessary 
information. 


. 


Three   Drum  Hoisting  Engine  With    Boiler 


Steam 
Hoists 


Clyde    steam    hoists    can    be 
supplied  with  a  boiler  or,  where 
1   steam    or    compressed     air   .is 
|    available,    without    the    boiler. 
|   The  hoists  are  all  of  the  double 
cylinder    type    and    are    made 

with  one,  two  or  three  drums  in  tandem.  Other  com 
binations,  such  as  parallel  drum  hoists,  two-speed 
dragline  excavator  hoists  and  dock  winches  are  also 
manufactured. 


Electric 
Hoists 


The  Clyde  one,  two  or  three 
drum  electric  hoists  are  oper 
ated  by  a  motor  specially  de 
signed  for  crane  and  hoist  serv 
ice.  Besides  the  three  standard 
electric  hoists  just  mentioned 

there  are  Clyde  electric  concrete  tower  hoists  of  one  and 
two  drums.  The  drums  on  these  hoists  are  geared  to 
deliver  the  high  speed  desirable  for  this  work. 


Two  Drum  Electric  Hoist,  With  Derrick  Swinging  Gear 


Gasoline 
Hoists 


The  motive  power  of  the 
Clyde  gasoline  hoists  is  sup 
plied  by  multiple,  vertical  cyl 
inder,  tractor  type  gasoline 
motors.  The  hoists  are  built 
similarly  to  the  electric,  and 

consist  of  one,  two  and  three  drum  standard  hoists,  a 
gasoline  concrete  tower  hoist  and  a  gasoline  builder's 
hoist.  This  last  hoist  is  specially  designed  for  han 
dling  material  elevators,  either  single  or  double  cage. 


Derricks 


Derricks  are  built  for  power 
or  hand  operation;  are  sta 
tionary  or  portable;  may  be 
equipped  with  bull  wheel  or 
bull  gear  for  swinging;  may  be 
rigged  for  a  straight  lift  or  for 
a  clam  shell  bucket;  with  a  foundation  for  use  on  land 
or  on  a  barge.  The  fittings  for  all  derricks  are  strong 
castings  and  forgings  secured  with  steel  bolting  straps. 


CLYDE  IRON  WORKS,   DULUTH,   MINN. 

803 


LINK-BELT  LOCOMOTIVE  CRANES  AND  ELECTRIC  HOISTS 


Link-Belt 

Locomotive 

Crane 


The  general  utility  of  the  lo 
comotive  Crane  is  well  estab 
lished  for  handling  coal,  stone, 
logs,  pig  iron,  and  structural 
steel,  packages,  b  o  x  e  s,  etc., 
weighing  from  one  to  25  tons. 

In  fact  such  a  machine  is  practically  indispensable  in 

the  modern  industrial  establishment. 

A  Locomotive  Crane  combines  in  one  machine  a 
portable  hoisting  engine,  swinging  derrick,  grab-bucket 
unloader,  and  switch  engine. 

The  Link-Belt  Crane  represents  the  highest  achieve 
ment  in  locomotive  crane  design.  It  is  built  throughout 
for  hard  and  continuous  service.  Reliability,  the  most 
desired  quality  in  any  locomotive  crane,  will  be  found 
in  the  Link-Belt  Crane,  coupled  with  speed  and  ease 
of  operation. 

DISTINCTIVE  FEATURES. — Steel  gears  and  bronze 
bushing?  throughout;  one-point  adjustment  on  clutches; 
few  parts,  every  one  accessible;  large  roomy  platform 
for  operator,  everything  handy;  exceptionally  large  fac 
tor  of  safety  used;  the  only  crane  with  foolproof  safety 
device  on  swinging  mechanism. 

Send  for  Catalog  No.  ,<70. 


Link-Belt 

Electric 

Hoist 


Equally  useful  in  in 
dustrial  plants  for  han 
dling  miscellaneous  light 
loads,  is  t  h  e  Link-Belt 
Electric  Hoist.  It  can  be 
easily,  quickly  and  inex 
pensively  installed  in  old 
or  new  buildings.  Mono 
rail  tracks  can  be  attached 
to  ceilings  or  girders  any 
where.  Little  head  room 
required.  All  parts  are 
fully  enclosed  in  dust  proof,  weather  proof  casings. 
Can  be  operated  outdoors  as  well  as  indoors.  Made  in 
various  capacities — floor  or  cage  operated. 

Let  our  engineers  suggest  quicker,  easier,  more 
economical  ways  of  accomplishing  hoisting  and  trans 
porting  service  in  your  plant. 

Send  for  our  Electric  Hoist  Book  No.  380. 


PHILADELPHIA 

New  York   299  Broadway 

Boston  9   49   l-Ydrral    St. 

Pittsburgh    1501    Park    Bldp. 

St.    Louis    Central  National    Brink    BldK. 

S"  ,        ,; 547   Ellicott    Square 

Wilkes-Barre   ..  2nd   National   Bank   Bldg. 

Huntinjrton,   \S  .   \a Kobson-Prichard    Bldg. 

""'    429    Kirby    Bldg. 

42111    Wnrdward    Av 


LIST    OF    SALES    OFFICES 

CHICAGO 


Detroit 


INDIANAPOLIS 

Kansas  City,  Mo 306  Elmhurst  Bldpf. 

Seattle    820    First   Ave.,    S. 

Portland,    Ore First    and    Stark    Sts. 

San    Francisco    168    Second    St. 

Los  Angeles 163  N.   Los  Angeles   St. 

Denver  I.indrooth.  Sluibart  &  Co.,  Boston  Bldg. 

Louisville,   Ky p.  Wehle,  Starks   Bldg. 

New  Orleans    C.  O.   Hinz.   504   Carondelet   Bldg. 


"in"  Canada'  °    Wccdwarr.d    A.v.e'      T.    .    Birmingham,  Ala S.   L.  Morrow,  720  Frown-Marx  Bldg] 

...Canadian   Lmk-Belt   Co.,   Ltd.,   Toronto   and    Montreal 


PHILADELPHIA 

'24 


LINK-BELT  COMPANY 

CHICAGO 

See  list  of  sales  offices  on  this  page. 
804 


INDIANAPOLIS 


BROWNHOIST  LOCOMOTIVE  CRANES 


Brownhoisl    No.    4    Steam    Locomotive    Crane,    Mounted    on 

Standard  M.  C.   B.  Trucks,  Handling  a   Bundle   of  Rails  at 

a   Steel   Mill. 


Hrownhoist    No.    2    Steam    Locomotive    Crane,    Mounted    on 

Brownlioist   Creeper   Trucks    and    Equipped    with    a    Brown- 

hoisr  27  cu.  ft.  Grab  Bucket  for  Handling  Coal 


Types 


Brownhoist  Locomotive 
Cranes  are  made  in  the  follow 
ing  sizes,  Nos.  2,  3,  4,  5  and  6, 
and  there  are  several  types  of 
each  size.  These  range  in  ca 
pacity  from  5  to  40  tons.  They 

may  be  operated  by  steam,  electricity  or  internal  com 
bustion  engine.  The  small  models,  Nos.  2  and  3,  are 
equipped  with  four  wheel  trucks,  and  the  Nos.  4,  5 
and  6  are  mounted  on  two  MCB  standard  four  wheel 
trucks.  The  No.  2  Crane  may  also  be  equipped  with 
Brownhoist  Creeper  trucks  or  traction  wheels.  Various 
lengths  of  boom  can  be  used  on  the  various  types,  de 
pending  on  the  work  to  be  handled. 

Brownhoist  cranes  are  being 
used  for  practically  all  kinds  of 
Uses  hoisting  work  and  for  handling 

I  many  kinds  of  materials.     Some 

, , of  these  uses  are  handling  coal, 

ore,  cinders,  gravel,  stone,  etc., 

with  grab  bucket;  erecting  structural  work  and  han 
dling  all  kinds  of  sling  loads  with  bottom  block; 
excavating  with  drag-line  or  orange-peel  buckets; 
driving  piles;  pulling  piling,  and  handling  scrap,  bars, 
etc.,  with  lifting  magnet.  Switching  cars  is  also  an 
important  part  of  the  work  of  most  locomotive  cranes. 


Capacities 


Capacities  vary  for  the  differ 
ent  types,  larger  or  smaller  ca 
pacities  being  obtained  with  dif 
ferent  type  cranes  and  different 
lengths  of  booms.  Brownhoist 
crane  capacities  are  figured 

with  a  large  factor  of  safety  and  will  handle  their  loads 
freely  with  no  danger  of  tipping.  These  loads  may  be 
increased  over  the  -egular  rated  capacities  of  the  cranes 
by  the  use  of  outriggers. 


Operation 


The  Cranes  can  be  operated 
and  fired  by  one  man.  Operat 
ing  levers  and  brakes  are  ar 
ranged  for  the  rapid  and  con 
venient  operation  of  the  crane, 
at  the  same  time  giving  the 
operator  a  full  view  of  his  work  at  all  times. 


Advantages 


Brownhoist  cranes  are  unusu 
ally  fast  in  operation.  In  start 
ing  and  stopping,  they  develop 
full  power  quickly.  As  this  is 
an  almost  constant  operation  in 
locomotive  crane  work,  this  fea 
ture  is  an  important  item  to  consider.  They  are  a  quality 
crane,  designed  and  built  to  stand  up  under  hard,  con 
tinuous  service.  And  they  have  earned  a  wide  reputa 
tion  for  fast  operating  speeds,  increased  tonnage  which 
they  handle  and  low  cost  of  upkeep. 


Other 

Brownhoist 

Products 


Brownhoist  products  include: 
G  r  a  1)  Buckets ;  Dragline 
Buckets;  Electric  Hoists;  Grab 
Bucket  Cranes,  Trolley  and 
Tramrail  systems;  Car  Loaders 
and  Unloaders;  Bridge  Tram 

ways;  Fast  Plants;  Cantilever  Cranes,  Overhead 
Traveling  Cranes,  Jib  Cranes,  Pillar  Cranes,  Bridge 
Cranes,  etc. 

All  of  these  products  are  built  to  the  high  standard  of 
quality  which  has  been  maintained  by  Brownhoist  ever 
since  the  founding  of  this  company  over  40  years  ago. 
Handling  machinery  is  usually  subjected  to  hard  service 
and  our  experience  has  proved  that  high  quality  is 
necessary  in  a  crane  or  hoist  for  it  to  last  and  deliver  a 
low  operating  cost  over  a  long  period  of  years. 

\Ye  will  gladly  furnish  information  and  catalogs  on 
any  of  the  above  equipment  to  anyone  who  is  interested. 


Branch    offices    in    New    York,    Pittsburgh, 
Chicago,   San   Francisco   and   New   Orleans 


BROWNHOIST 


European  representative:  H.  E.   Hayes, 
12    Rue    de   Phalsbourg,    Paris. 


THE  BROWN  HOISTING  MACHINERY  COMPANY 

CLEVELAND,    OHIO 

805 


P  &  H  EXCAVATING  AND  MATERIAL  HANDLING  CRANES 


P    &   H    Type  206  Excavator  and   Material  Handling  Crane  showing  some  of  the   other  attachments  besides  the  bucket. 


|  For    the    handling    of    coal, 

&  H    Excavat-  j    ashes,    earth,    pig    iron,    scrap, 
ing  and  Material  f    sand,    gravel,    sugar   cane,    and 
Handling    Cranes  I    for  excavating  purposes,  P  &  H 
j    types  205   and   206   Excavator- 
Cranes  have  been  designed. 

These  general  utility  cranes  do  the  work  of  a  steam 
shovel,  locomotive  crane  and  dragline  excavator.  The 
205  has  corduroy  traction  with  flat  leading  wheels, 
while  the  206  has  full  corduroy  mounting  and  is  for 
use  where  soil  conditions  are  uncertain  and  the  country 
very  hilly.  This  crane  is  also  of  large  capacity. 


It  is  of  all  steel  construction,  correct  design,  and  is 
entirely  a  complete  operating  unit,  requiring  no  ac 
cessory  equipment  except  bucket. 

The  standard  boom  is  30  feet,  swings  in  a  full  circle 
and  may  be  used  with  grab  bucket,  sling  chains,  electro 
magnet,  digging  bucket,  grapple,  or  scraper. 

In  place  of  the  standard  boom  a  shovel  attachment 
may  be  provided  and  the  machine  then  does  the  same 
work  as  a  steam  shovel  of  equal  weight. 

Heavy  duty  four  cylinder  5"  x  6^"  motors  are  used. 


P   &  H   Type  205  Crane  with  magnet  unloading  pig  iron. 


P   &  H    Type  205  Excavator-Crane  with  Shovel  Attachment. 

A  complete  stock  of  wearable  parts  is  constantly 
maintained,  assuring  prompt  forwarding  of  parts  when 
required. 

Other  products  bearing  the  symbol  of  "T  &  H''  are: 
Traveling  Cranes,  Hoists,  Monorail  systems,  Single 
Line  Grab  Buckets,  Drilling  and  Boring  Machines. 


PAWLING  &   HARNISCHFEGER   CO. 


MILWAUKEE,  WIS. 
806 


OHIO  LIFTING  MAGNETS 


Ohio    Lifting 

Magnet. 

Note  Protection 

of  Terminals 

and    Leads 


Specifications 


Case  of  soft  annealed  cast 
steel  is  in  three  parts  to  insure 
solid  casting  and  high  magnet 
efficiency.  All  internal  electric 
joints  are  double  braze-welded, 
eliminating  the  possibility  of 
open  ends.  All  insulation  is  hard  pressed  impregnated 
asbestos,  mechanically  strong,  unaffected  by  heat,  age 
or  moisture. 

The  Ohio  outer  ring  construction   provides  an  un 
breakable  wearing  section  good  for  10  to  20  years.   The 
weight  of  the  magnet  is  materially  reduced  by  having 
the   magnetic    diameter   equal    the    physical    diameter. 
As  a  permanent  water  proofing,  the  Ohio  Magnets 
ifter    assembly    are    filled    with    hot    asphaltum    com- 
>ound  under  pressure. 

All  coil  insulation  is  impreg 
nated;  the  coil  therefore  is  a 
hard,  solid  mass  clamped  be 
tween  the  top  and  bottom  mem 
bers  of  the  steel  case.  Steel 
spacers  are  provided  to  take 

the  shock  of  impact.  This  construction  results  in  a 
rapid  radiation  of  heat  and  maximum  all-day  lifting 
efficiency. 


Construction 


Coil  leads  are  of  flexible  braided  copper  ribbon 
which  rises  in  individual  terminal  cavities  through  a 
protecting  ring  of  heavy  impregnated  asbestos.  The 
copper  terminal  stud  is  brought  out  through  a  heavy 
unbreakable  bakelite  insulator,  securely  held  and  water 
proofed  by  means  of  packing  rings  and  a  gland  nut. 
The  outside  leads  are  flexible,  having  a  rubber  hose 
•dvering  clamped  to  case,  to  avoid  pulling  strains  on 
the  terminal.  Screw  connectors  are  provided  perma 
nently  insulated  so  that  taping  is  unnecessary. 


Magnet 
Controller 


This  controller  saves  space 
yet  operates  continuously.  It 
further  protects  the  magnet  from 
heavy  inductive  kick  strains. 

It  makes  circuit  for  lift; 
opens  circuit  with  magnetic 

blow-out  and  with  resistance  shunted  across  magnet 
terminals  to  reduce  arc  and  kick  strain;  and  reverses 
through  limiting  resistance  for  quick  drop  of  load. 

All  hinged  joints  are  shunted;  resistance  is  enameled, 
set  in  clips  and  mounted  in  case  back  of  controller 
slate.  Resistance  may  be  inspected  and  replaced  by 
opening  the  box  without  disturbing  the  wiring  or 
mounting. 

The  operator's  master  switch  is  strong  and  compact. 
It  has  three  positions,  forward  for  magnet  on.  center 
for  magnet  off,  and  reverse  for  dropping  the  load 
quickly. 


Magnetic  Switch. 


Master  Switch. 


COST  OF  OWNING  AND  OPERATING  AN  OHIO  MAGNET 
IX   HARD   CONTINUOUS   SERVICE 


Size 

No.  2        No.  3         No.  4 

20  Inch    -?0  inch     40  inch 

Interest  at  6''f 

I>epreeiation    at    10', 

48  50      1011  (fy     l(J!t  :T 

1'pkt-ep   at    2r-r    

9  70       21  80       33  86 

Current   for    10    hours   p?r   day 
300  days  at  2c  p:r  kw.  hour 

29.C4       79.20      178.20 

116  34      275  40      4S'>  '14 

Cost  per  day,   TotaI-=-300.  .  .  . 

.:»  1         .92          1.61 

So.  5 
50  Inrl, 

141. 90~ 

236.50 
47.30 


,,...,.7,1 
2.30 


No.  6 
CO  Inch 

213. CO 
355.CO 
71.00 

429.  CO 

1068.00 
3.. "6 


YOUR    .MATERIAL    HANDLING    COSTS 
COMPARABLE? 


DIMENSIONS.   WEIGHTS.   ETC. 


Diameter 


in.  (cm.  ) 


Headroom   required    in.  (cm.  I 

Amperes  required  at  220  volts  It.C 

Weight  of  magnet   lb.  ( kt- 1 

Shipping   weight,    export lb.   (kg. ) 

Space  oeeupied,  export   cu.  ft.  (cub.  m. ) 

Magnet   and    controller    code  word 


20  151) 


13.5  (35) 


460  , 
(US  (280) 
7.8  (0.22) 
RlVKlt 


[l 


30  (77) 


29.5  (75) 
13 

1300  tr,i*o) 

1510  (685) 

17  (0.48) 

LAKE 


40  (1021 


39  C.i'.n 

30 

3100  (1406) 

3400  (1545) 

31.6  (0.89) 

WOOD 


50  (127) 


40  (102) 

45 

4500  (2041) 

4920  (2240) 

47  (1.33) 

FOREST 


li, 


00  U53) 


45.5  (116) 

71 

7100  (3220) 

7700  (3500) 

68.5     (1.94) 

CAPE 


•(See  Note). 


LIFTING  CAPACITY 


Thick  billets  or  slabs lb.  (kg.  ) 

Steel   ingots    lb.  (kg. ) 

Skull  cracker  balls   lb.  (kg. ) 

Pig  iron  lb.  (kg.  1 

Heavy  scrap  lb.  ( kg. ) 

Light  scrap  lb.  (kg. ) 


3500  (1600) 

3000  (1360) 

3000  (1360) 

220  (  100) 

250  (  115) 

125  (   57) 


15000  (6800) 

10000  (4500) 

10000  (45001 

600  (  270) 

600  (  270) 

350  (  160) 


30000  (130001 

15000  (  6800) 

15000  (  6800) 

1300  (   570) 

1300  (   570) 

600  (   270) 


40000  (18000) 

18000  (  8000) 

20000  (  9000) 

2000  (   900) 

2000  (   900) 

800  (   450) 


50000  (23000) 

22000  (10000) 

20000  (  9000) 

2900  (  1330) 

2900  (  1330) 

1200  (   540) 


"Controllers: — Operatirg   controller,    packed   for  export  or   domestic   shipment    In    a  separate   case,  weighs    140    lb.   (fi4    kg.)    and   occupies    4.    cu.    ft.  (0,113    cub.m.). 


THE  OHIO  ELECTRIC  &  CONTROLLER  CO. 

CLEVELAND,  OHIO 

807 


HAYWARD  ELECTRIC   MOTOR  BUCKETS 


Construction 
and  Operation 


The  Hayward  Electric  Motor 
Bucket  is  similar  in  general  de 
sign  to  the  Hayward  Two-line 
Clam  Shell  Bucket  with  ore- 
bowl  described  on  the  page  op 
posite.  This  Bucket,  as  the 
name  indicates,  has,  as  an  integral  part,  a  motor- 
operated  dust-proof,  winding  mechanism,  which  opens 
and  closes  the  jaws  of  the  bucket,  making  it  an  elec 
trically  operated  unit.  It  has  a  wide  field  of  use 
fulness  wherever  bulk  material  is  to  be  handled. 

The  movement  of   a  handle — as   simple 
as  turning  a  door  knob — controls  the  open 
ing  and  closing  of  the   Hayward   Electric 
Motor   Bucket.      Throw   the   controller 
handle  over  a  few  inches  and  the  bucket 
digs  a  ton  or  more  of  coal,  or  sand,  or 
gravel;  throw  the  handle  back  a 
few  inches  and  either  the  whole 
load  or  only  a  part  of  it  may  be 
dumped  where  wanted. 

An  important  feature  of  the 
Hayward  Motor  Bucket  is  the 
introduction  into  the  transmission 
of  a  Multiple  Disc  Clutch,  its 
function  being  to  slip  and  per 
mit  the  motor  to  continue  to  run 
in  case  the  edges  of  the  bucket 
come  together  or  are  held  apart 
by  some  obstruction,  while  the 
controller  is  in  the  closing  posi 
tion.  This  eliminates  the  neces 
sity  of  limit  switches,  circuit  breakers  or  similar  devices, 
and  makes  the  bucket  practically  "fool-proof"  in  the 
hands  of  the  ordinary  crane  operator  and  greatly  sim 
plifies  its  construction.  The  bucket  is  controlled  en 
tirely  by  one  man  and  may  be  operated  near  workmen 
without  danger,  as  it  is  under  full  control  at  all  times 
— accidental  discharge  of  the  load  is  impossible. 


Illustration 
Hayward  Electric 


Railroad  Terminals,  Fertilizer  Plants,  etc. 

No  special  machine  is  required  to  operate  a  Hayward 
Electric  Motor  Bucket.  Any  type  of  machine  having  a 
hoisting  drum  and  powerful  enough  to  safely  lift  the 
bucket  and  its  load  may  be  employed.  It  is  being  used 
in  connection  with  Traveling  Cranes,  Electric  Mono 
rail  Hoists,  Derricks,  Locomotive  Cranes,  Incline 
Boom  Unloaders,  Skull  Crackers,  Yard  and  Stock 
Room  Cranes,  etc.  The  fact  that  the  crane  which 
handles  the  bucket  does  not  have  to  be  specially 
designed  for  bucket  service,  is  of  great  advan 
tage.  The  Crane  may  be  used  for  transfer- 
ing  sling  loads  or  for  other  work  and 
changed  over  for  handling  bulk  loads,  by 
attaching  the  bucket  to  the  Crane  Hook 
and  plugging  in  the  conductor  cable — 
an  operation  which  takes  but  a  minute 
or  two. 

As  the  bucket  works  within  its 
own  height,  no  additional  clear 
ance  need  be  allowed  for  operat 
ing  lines,  a  particular  advantage 
where  head-room  is  limited. 

Sizes,  weights  and  dimensions 
of  the  most-called-for  Type  of 
Hayward  Electric  Bucket  are 
listed  below. 

Special     Buckets,     varying    in 
weights  and  dimensions,  are  built 
A-2716  to   suit   the    individual   needs   of 

Motor  Bucket.  the  user. 


Application 


Although  introduced  but  a 
little  more  than  eight  years 
ago,  Hayward  Electric  Motor 
Buckets  are  now  in  daily  use 
handling  all  kinds  of  loose  ma 
terials  in  bulk,  in  many  Indus 
trial  Plants,  Foundries,  Steel  Plants,  Boiler  Rooms 


Bowl 
Capacity 

Ap'r'x 
Wt. 
in  Lbs. 

Closed 

Open 

H'gbt 

L'ng'h 

Width 

H'ght 

L'ng'h 

Ft. 

In. 

Ft. 

In.  Ft. 

In. 

Ft. 

In. 

Ft. 

In. 

7%  cu   fr  . 

1200 
26CO 
3200 
3700 
46CO 
47CO 
49CO 
9000 
1CCCO 
10500 

4 
5 
6 
7 
6 
7 

7 
9 
9 
9 

9 
9 

10 
7 
7 
5 
5 
0 
4 
4 

9 

4 
4 
4 
g 

5 
6 

7 

4 

1 
1 

8 
8 
1 
1 
1 
0 
0 

2 
3 
3 

4 
4 

4 
5 

9 
10 
10 

0 
0 
3 
11 

7 
0 
10 

5 
6 

7 

7 
8 
8 
10 
10 
10 

5 
5 
6 
4 
4 
1 
1 
0 
5 
5 

4 
5 

5 
5 

6 

7 

8 
9 
9 

3 
5 

8 
4 
4 
4 
4 
9 
9 
9 

%|CU.    V(l. 

%M-'U.    Vd  _- 

1    -  cu.  yd  

1        i-U.    V  1  

IVt  cu.  y  Is  
11/2  cu.  y  Is 

2     cu.  yds___ 
2%  cu.  y  N  
3     cu.  y  Is  

Service 

and 
Catalogs 


Hayward    Electric   Motor  Bucket. 
D'BSing.  Dumping. 


The  advice  of  Hayward  En 
gineers  is  freely  given  on  all 
problems  calling  for  the  speedy 
and  economic  digging  and  re- 
handling  of  materials  with  Au 
tomatic  Buckets.  We  have  a 

very  comprehensive  line  of  catalogs  and  pamphlets 
describing  Hayward  Buckets  in  great  detail,  and  cover 
ing  specific  applications  of  the  many  uses  for  automatic 
buckets.  Copies  of  catalogs  and  pamphlets  are  sent 
promptly  upon  request. 

Hayward  Clam  Shell  Buckets 
Hayward          j   are  IM{\^  ;n  several  standard  and 
Clam   Shell        }    special  types,  each  designed  for 
Buckets  I    some  particular  kind  of  digging, 

, „,„ , ,1   dredging,    or   rehandling   work. 

Each  type  is  of  rugged  construc 
tion  throughout  and  will  stand  up  to  the  hardest  kind 
of  bucket  usage.  All  wearing  parts  are  replaceable 
and  may  be  renewed  on  the  job,  without  loss  of  time, 
as  wear  develops.  Hayward  Clam  Shell  Buckets  are 
built  in  capacities  ranging  from  one  and  five-eighths 
cubic  feet  to  ten  cubic  yards. 


THE  HAYWARD  COMPANY,  50  CHURCH  ST.,  NEW  YORK,  U.S.A. 

808 


HAYWARD  CLAM  SHELL  AND   ORANGE  PEEL  BUCKETS 


Hayward 

Class    "E"    Clam 

Shell  Buckets 


Hayward  Class  "E"  Clam 
Shell  Buckets  are  most  com 
monly  used  for  all  around  con 
tractors'  work  and  for  rehan 
dling  coal,  sand,  gravel  and  sim 
ilar  bulk  materials  in  and 
around  industrial  plants.  They  arc  operated  by 
two  lines,  one  for  opening  and  closing,  the  other 
for  holding  the  bucket  while  it  is  discharging 
its  load.  Practically  any  type  of  machine  may 
be  used  for  operating  the  Class  "E"  Buckets, 
provided  it  is  equipped  with  a  double  drum 
hoist. 

Class  "E"  Buckets  are  built  either  with 
Regular  Bowls  or  Ore  Bowls.    Regu 
lar  Bowl  Buckets  are  used  principally 
for  handling  coal  and  other  light 
loose  materials,  and  for  dredging. 
The  blades  of  this  bucket  are  made 
with  curved  backs  extending  from 
the  top  to  almost  the  cutting  edge, 
making  it  a  quick  acting  bucket — 
the  whole  load  being  discharged  be 
fore  the  bucket  is  entirely  opened. 
The  Ore  Bowl  Bucket  is  made 
with  a  tray-like  shell  or  bowl,  re 
sembling  a  shovel 
which    allows    the    material 
slide    more    easily    into    the 
shell    while    crossing.       In 
proportion    to    size    Ore 
Bowl    Buckets    carry 
larger    loads     and 
will  dig  harder 
materials     than 
the    Regular 
Bowl  Buckets. 

Illustration  A-2564.  \\:e   r  e  c- 

Hayward   Class  "E"  Reg-    o  m  m  e  n  d 

i          m         i     /-ii  01      11  "  **     *       C  11  U 

ular  Bowl   Clam  Shell          ,          ,-,, 

Buckei.  Class 

"E"    Clam 

Shell  Bucket  with  Ore  Bowl  for  dig 
ging  and  rehandling  bulk  materials 
such  as  sand,  gravel,  crushed  stone 
and  many  other  similar  materials. 
When  fitted  with  teeth  it  may  be  used 
for  digging  the  harder  materials  from 
their  natural  state. 

It    is    used    on    Traveling    Cranes, 
Monorail  Cranes,  Guy  and  Stiff  Leg 
Derricks,  Skid  Excavators,  Traveling  Derricks,   Rail 
road  Excavators,  or  on  any  type  of  machine  rigged  for 
bucket  work. 


Hayward 

Orange  Peel 

Buekets 


Illustration  A-719.    Hayward   Class 
Ore  Bowl  Clam  Shell  Bucket. 


to 


Illustration   A-837. 

Hayward    Standard    Orange    Peel 

Bucket. 


For  over  thirty-five  years  we 
have  been  developing  automatic 
buckets  and  of  the  Orange  Peel 
Type  we  build  all  classes,  from 
buckets      of      almost      limitless 
digging     power     and     capacity 
down    to   the   Dwarf    <  )range   Peel    Bucket,    the 
smallest  of  which  has  a  capacity  of   100  cubic 
inches,  and  may  be  operated  inside  of  a  12- 
inch  pipe. 

The  Hayward  Standard  Orange  Peel  Bucket 
shown   in   illustration   A-837   is  generally 
recommended  for  all  classes  of  dredging, 
excavating,   and   rehandling   work.      It  is 
an    all    around    Contractors'    Bucket 
used  principally  for  sewer  work — in 
gravel  banks,  removing  overburden, 
dredging,    excavating,    and    rehan 
dling  material  generally.    Like  the 
Clam  Shell  Bucket  it  is  a  two-line 
bucket  and  may  be  operated  by  al 
most  any  type  of  machine  equipped 
with    a    double    drum    hoist.     On 
Orange  Peel  Buckets  as  on  all  other 
types   of   Hayward    Buckets   every 
wearing  part  is  fitted  with  remov 
able    and    replaceable 
l.u.-hings  and  bearings. 

Other  types  of  Hayward   Orange 
Peel    Buckets    are    Extra    Heavy, 
Multi-Power.  Three-Sided,  Rope- 
Reeved    and    Dwarf    Buckets. 
Most    of    these    buckets    are 
recommended    for    classes    f'- 
of  work  requiring  J 
buckets   of  heavy   con-  S^r 
struction    that    will  * 
stand    up    to    the 
hardest  kind  of 
bucket   usage,    as 
canal    digging, 

digging  out  old  rip  rap  and  cribbing, 
pulling  piles  and  stumps,  cylinder  sink 
ing  and  foundation  work,  sand  and 
gravel  banks,  digging  clay  and  other 
compact  material,  handling  rocks  and 
large  boulders,  dredging  and  an  end 
less  variety  of  work  requiring  buckets 
of  the  strongest  construction 
throughout. 


Illustration   A-2595. 
Hayward  Three- 
Sided    Orange  Peel 
Bucket. 


HAYWARD  CLASS  "I 

"  CLAM  SHELL  BUCKETS 

(IKK   HOWLS 

i) 

Closed 

Open 

>, 

-  -1  e 

+- 

.G 

A 

^ 

a 

"go        if!  fie 

t 

D 

1 

0 

i 

M 

5  c, 

OOfc 

<U 

E 

C 

0 

E 

S 

o 

<   ~ 

Ft, 

In.  Ft. 

In.  FtJln. 

Ft. 

In. 

Ft.  In. 

%  CU     Vd                       1850        B 

2        4 

1       3 

4        5 

8 

5      11 

94  cu.  vd 

2BOO 

5 

10        5 

0       3 

4       6 

R 

7       1 

1     cu.    vd                  2900 

0 

8        5 

7       3 

4        7 

4 

8       3 

1>4  CU.   vds  3200 

6 

8       5 

7 

S 

11        7 

4 

8       3 

1%  cii.  yds  

4000 

7 

4 

6 

2 

4 

2        8 

3 

9       0 

1%  cu.  yds  

4200 

7 

4 

6 

2 

4 

fl       8 

3 

9       0 

2      cu.  yds  

5000 

7 

4 

6 

2 

5 

2 

8 

3 

9       0 

2%  eu.  yds  

5800 

8 

0        7 

0 

5 

3 

9 

7 

10       0 

3     cu.  yds  6500      8 

6        7 

0        6 

0       » 

7 

10       0 

HAYWARD   STANDARD  ORANGE  PEEL  BUCKETS 

i'  -  * 

™  .  — 
C 

Approximate 
Weight 
in  Pounds 

Closed 

1  >l>rn 

I     ! 

o 

i 

Ft. 

In. 

Ft.    111. 

Ft.    In. 

Ft. 

in. 

2 

4 

r. 

7 
9 
12 
15 
21 
1 

BlM 

1% 

2 

S4 

Cn 
CD 
CU 
CU 

cn 
Cll 

cn 

•  i 

cu 
CO 

cn 

IMI 
cn 
cn 
en 

ft 

500 
550 
950 
1000 
1100 
12CO 
22CO 
2350 
3800 
4200 
46CO 
5350 
7750 
S500 
12500 

2 
2 
3 
3 
3 
3 
4 
4 
5 
5 
6 
6 
6 

8 

2 

7 
0 

2 

6 
10 
3 

1 
8 
0 
4 
4 
0 
10 

S        7 

3       10 
4         8 
4         9 
5         0 
5         2 
6         4 
6         6 
7         8 
S          0 
8         3 
S         5 
9         6 
10         0 
11          0 

2          9 
3         2 
3          » 
3        11 
4          3 
4          7 
5         2 
5         6 
6         3 
6        10 
7         3 
7         8 
7        10 
8          6 
10         6 

5 
5 
5 
5 
7 
7 
8 
9 
9 
9 
10 
11 
12 

0 
4 
2 
3 
7 
10 
0 
4 
6 
0 
3 
6 

3 
8 

ft 

ft 

ft 

ft 

ft 

ft___ 

ft 

ft  
yd  

vds  
yds—  . 
yds  
.  yds.... 

yds..... 

THE  HAYWARD  COMPANY,  50  CHURCH  ST.,  NEW  YORK,  U.S.A. 

809 


OWEN  CLAM  SHELL  BUCKETS 


Owen 
Buckets 


The  n  e  w  Owen 
Bucket,  refined  and 
improved  through 
IS  years  of  special 
ized  experience,  is 
more  durable  and 

digs  even  better  than  previous  models,  al 
though  there  is  no  increase  in  weight.  The 
combined  improvements  result  in :  ( 1 )  an 
increase  in  durability  to  the  extent  of  mak 
ing  it  practically  foolproof;  (2)  an  increase  in  digging 
power  by  utilizing  its  great  closing  power  to  the  maxi 
mum  extent,  and  (3)  the  use  of  larger,  grit  proof,  well 
lubricated  bearings  which  reduce  the  upkeep  cost  and 
lengthen  the  life  of  the  bucket. 

Owen  Buckets  are  generally  acknowledged  to  embody 
unequalled  digging  ability,  a  reputation  they  have 
earned  by  virtue  of  a  superior  principle,  the  operation 
of  which  is  explained  below. 


OWEN  Clam 
Shell  BUCKETS 
IKSURE  A-  - 
k  BIGGER  DAYS 
WORK 


All  Owen  buckets,  when  fully  reeved, 
have  five  parts  of  closing  line,  which 
exert  a  closing  power  of  approximately 
5  to  1 — or  five  times  greater  than  re 
quired  to  close  the  bucket — which  is  ample 
for  the  hardest  digging.  This  closing 
principle  furnishes  undiminished  power 
from  the  start  to  the  finish  of  the  closing 
operation. 


Correct 

Distribution 

of  Weight 


Digging  ability  depends  upon 
ample,  undiminished  closing 
power  and  a  sufficient  amount 
of  properly  distributed  weight. 

The  lifting  tendency,  present 
in  all  buckets  at  point  (A), 

cannot  be  completely  overcome  but  in  the  Owen  the 
majority  of  weight  centers  here.  As  a  result  (A)  is 
held  practically  stationary  and  the  maximum  down 
ward  pull  is  exerted  at  point  (B),  forcing  the  jaws  into 
the  material  and  affording  maximum  digging  ability. 

Thus    weight    concentrated    at   point    (A)    converts 
closing  power  into  digging  power. 


Closing  and 
Digging  Power 


As  the  gain  in  digging  power 
obtained  through  concentrating 
weight  at  point  (A)  is  in  pro 
portion  to  the  increase  in 
weight,  provision  is  made  in 
Owen  Buckets  for  additional 

weight  in  the  form  of  counterweight  jackets  which  mav 

be  quickly  bolted  in  place. 

Lifting  tendency  is  in  proportion  to  the  amount  of 

leverage  or  purchase  exerted,  which  varies  ereatlv  in 

different  buckets. 


Lever  Type 
Brackets 


Owen  Lever  Type  Brackets 
(C)  apply  the  thrust  exerted 
via  the  arms,  at  the  point  where 
the  least  force  is  required  to 
close  the  bucket.  Leverage  is 
applied  at  the  very  beginning  of 
the  closing  operation  which  constantly  increases  as  the 
bucket  closes.  (Distance  between  (D)  and  (E)  in 
dicates  the  amount  of  leverage  at  the  start  of  the  closing 
operation.) 

Speed  of  handling  is  afforded 
in  easy  digging  materials  as  the 
number  of  sheaves  and  length 
of  line  to  be  reeved  is  optional. 
This  adjustable  feature  enables 
the  Owen  to  speed  up  where 

quick  action  is  desired  and  give  efficient  service  in  a 

wide  range  of  work. 


Quick  Opening 

and  Closing 

Action 


Cost  Less 
to  Operate 


The  non-chafing  feature 
minimizes  the  cost  of  cable  re 
placements.  This  design  causes 
the  cable  to  lead  "fairly"  from 
groove  to  groove  and  permits  the 
off-running  and  on-running 
portions  of  the  cable  to  function  in  the  center  plane  of 
the  bucket. 

Cross  head  and  counterweight  do  not  tip  when  bucket 
is  opened.  Guide  sheaves  and  rollers  prevent  the  cable 
from  chafing  against  the  crosshead  regardless  of  dig 
ging  angle.  Sheaves  are  of  large  diameter.  No  "S" 
bends  are  necessary  in  the  cable,  which  can  be  lubri 
cated  if  desired  as  it  rarely  conies  into  contact  with  the 
material.  Sheaves  will  readily  clear  themselves  should 
material  cave  in  on  blocks. 


Grit-Proof 

Lubricated 

Bearings 


Closing  sheaves  are  bronze 
bushed  and  revolve  on  hollow 
sheave  pins  of  large  diameter 
which  contain  grease  and  dis 
tribute  it  at  the  center  of  each 
bearing.  Arm  pins  and  main- 
shaft  are  also  lubricated  and  protected. 

The  main  shaft  (A)  is  keyed  to  the  outside  hinges 
and  has  a  bearing  the  width  of  the  bucket  in  a  heavy 
perforated  bushing  to  which  the  inside  hinges  are 
keyed.  Grease  is  supplied  automatically  from  a  large 
reservoir  counterbored  at  the  center  and  above  the 
bearing. 

This  method  preserves  rigidity  and  outlasts  the  old 
type  of  bearing  five  to  one. 

The  cutting  edges  of  the 
Owen  Bucket  hit  first  when  the 
bucket  drops,  forcing  the  lips 
into  the  material  far  enough  to 
give  the  needed  start  in  hard 


Cutting  Edges 
Hit  First 


"digging." 


THE  OWEN  BUCKET  CO.,  CLEVELAND,  O. 

810 


OWEN  CLAM  SHELL  BUCKETS 


Three  Types  of 
Owen  Buckets 


Owen  Buckets  are 
made  in  three  type* 
which  differ  mainly 
in     weight,     dimen 
sions  and  shell  con 
struction  to  give  tin- 
greatest  strength  and  rigidity  with  minimum 
deadweight    and    without    detracting    from 
the  penetrating  ability  of  the  shell. 


OWEN  C/am. 
IMWr  BUCKETS 
INSURE  AT  " 
"  BIGGER  DAYS 
WORK 


Type  "O' 
Buckets 


The  ideal  contractors'  and 
industrial  plant  bucket,  recom 
mended  for  general  excavating 
and  dredging,  handling  crushed 
stone,  slag,  sand,  gravel,  coal, 
etc. 

Equipped  with  renewable,  heavy,  high  carbon  steel 
cutting  plates  or  blades,  re-enforced  with  renewable 
manganese  steel  corner  lips  to  retard  wear  at  the  corners 
of  the  cutting  edge. 


TYPE  "O" 

r.lVKKTS     I>;it;i 

OPEN 

CLOSED 

Weight     |  Width 

Length  i  Height 

Length    ili-igbl 

V-  Yd  — 
'..    Yd   _ 
%  Yd- 
%  Yd- 
%  Yd- 
1      Yd- 
IVi  Yds- 
1%  Yds. 
2      Yds. 
2i4  Yds. 
3     Yds. 

2250  Lbs.       2'      6" 
2560  Lbs.       -2'      6" 
2300  Lbs.       2'      6" 
SCCOLbs.       3'      1" 
3250  Lbs.       :!'      1" 
3500  Lbs.       3'      1 
3750  Lbs.        3'       1 
OCOO  Lbs.        4'       •> 
5300  Lbs.        4'       •> 
COCO  Lbs.        a       -2 
6400  Lbs.        5'      2 

6'     3"      7'     6" 
6'      3"       7-      6" 
8'     10"        8'      2" 
6'      6"        7'      8" 
6'      6"        7'      8" 
7'      0"       8'      9* 
7'      6"        9'      9" 

s'    o"     y    8" 

8'     10"      10"      9" 
8'     1C"      W      9" 

9'      9"      12'      C" 

5'      2"       6'      3" 
5'      2"       6'      3" 
5'       7"        7'      I" 
5-      3"        6'      4" 
5'      3"        6'      4" 
6'      0"        7'      C" 
6'     10"        7'      8* 
6'      9"        7'    10" 
7'      3"        8'     1&" 
r      3"        8'    10" 
8'      3"        91      S" 

Type  "D" 
Buckets 


A  heavy  duty  bucket,  re-en 
forced  for  great  strength  and 
durability.  It  is  recommended 
for  the  heaviest  kind  of  exca 
vating  and  dredging  work,  also 
for  rehandling  ore,  blast  furnace 

slag,  limestone,  rocks  and  other  rough  materials. 
One  piece,  renewable,  high  carbon  steel  lips  extend 

completely  around  the  jaws  and  are  exceptionally  deep 

at  the  cutting  edge,   insuring  great  penetrating  power 

without  sacrificing  wearing  qualities. 


TYPE  "D"  BUCKETS-Datn 

OPEN 

CLOSED 

Weight 

Width  Length  |  Height 

Length   Height 

V4  Yd..   3200  Lbs. 
%   Yd..    3750  Mis. 
1      Yd—   3930  Lbs. 
IVi  Yds.    4750  Lbs. 
1%  Yds.    6CCOLbs. 
2      Yds..  6500  Lbs. 
2V4  Yds.l  7200  Lbs. 
3      Yds.    77CO  Lbs. 

2'  6"  6'  8*  I  7'  0" 
3'  2"  6'  6"  8'  4" 
3'  2"  ff  10"  8'  6" 
3'  2"  7'  6"  10"  0" 
4'  2"  8'  0"  MX  0" 
4'  2"  8'  10"  Iff  9" 
5'  0"  8'  10"  10"  9" 
.-,'  C"  9'  9"  12'  0" 

.       ••"      y      f 

y    -•     T    2" 

6'      2"       7'      0" 
6'    10"       8'      C" 
6'      9"        8'      3" 
7'      3"       8'    !&• 
7'      3"        y    1C* 
8'      3"        9'      8" 

Type  "S" 
Buckets 


A  transfer  or  rehandling 
bucket  of  the  scraper  type  par 
ticularly  adapted  for  handling 
material  thinly  distributed,  in 
small  piles  or  in  shallow  bins. 


TYPE  "S" 

BUCKETS—  Data 

Size 

OPEN 

CLOSED 

Weight 

Width 

Length 

Height 

Length   Height 

1      Yd— 
H4  Yds. 
1%  Yds. 
•2      Yds. 
•2      Yrts. 
2>4  Yds. 
8      Yds. 

3200  Lbs. 
3500  Lbs. 
46CO  Lbs. 
5100  Lbs. 
5800  Lbs. 
6500  Lbs. 
CSCO  Lhs 

4'      2" 
5'      2" 
5'      2" 
5'      2" 
6'      2" 
6'      2" 
6'      2" 

7'      2" 
7-      2" 
8'      6" 
9"      6* 
9'      0" 
9'      6" 
10'      0" 

8'      4" 
8'      4" 

y    3" 

9'    11" 

y  11" 

IV      7" 
11'      C" 

5'      3"      7'     2" 
5'      3-       7'      2" 
5'      7"       8'      6" 
6'      6"       8'    10" 
7'      0"       8'    10" 
6'      6"        9-5" 

7'    o"     y    8- 

The  Owen  Bucket  Catalog  which  contains  complete 
information  regarding  the  various  types  and  numerous 
illustrations  of  them  in  operation  under  different  con 
ditions,  will  be  sent  upon  request. 


THE  OWEN  BUCKET  CO.,  CLEVELAND,  O. 

811 


VULCAN  GRAB-BUCKETS 


^  ulcan 
Aims 


ESTB. 


Fifty  years  of  experience  are 
behind  the  grab-buckets  manu 
factured    by    the    Vulcan    Iron 
Works.    For  fifty  years   it  has 
been  the  aim  of  the  company  to 
build  buckets  that  will  operate 
successfully,  with  the  greatest  ease  and  with 
the  least  possible  wear. 

To  the  man  who  is  interested  in  buckets 
or    to   the   man    with    bucket    troubles   the 
Vulcan  Iron  Works  offers  the  benefit  of  this 
1848    half  century  of  experience. 


Vulcan 
Grab-Buckets 


The  above  bucket  has  been  in  constant  use  for  17  years 
and  can  be  seen  at  any  time  at  the  plant  of  the  Engineer 
ing  Supply  Co.,  at  Jersey  City,  N.  J. 

The  output  of  the  Vulcan 
Iron  Works  includes  both  clam 
and  orange-peel  buckets,  and 
each  in  several  different  sizes. 
As  far  as  possible  the  different 
parts  of  these  buckets  are  inter 
changeable.  If  repairs  are  necessary  they  can  usually 
be  taken  care  of  on  the  job  by  inexperienced  labor. 

Every  Vulcan  clamshell  bucket  is  capable  of  dig 
ging  and  rehandling  but  each  size  and  type  has  certain 
uses  for  which  it  is  most  suitable.  The  lighter  and 


Vulcan    Orange-Peel    Dredging. 

smaller  types  work  most  advantageously  when  han 
dling  coal,  sand,  gravel  and  similar  substances.  The 
heavier  types  are  better  adapted  to  handling  broken 
stone,  slag,  shale,  etc. 

Vulcan  orange-peel  buckets  will  work  in  anything 
penetrable,  from  clay  to  hardpan.  They  will  pull  up 
sunken  piles  and  tree  stumps.  They  will  lift  boulders, 
cribwork,  etc.  One  five  yard  orange-peel  bucket  which 
has  been  on  the  job  for  fifteen  years  can  be  seen  at  any 
time  on  the  Riker  Island  improvement  work  in  New 
York  City. 


General  Repair 
Work 


In  addition  to  the  shops 
which  are  building  Vulcan 
buckets,  this  company  has  a 
large  repair  shop  capable  of  re- 

, ,1    pairing  any  type,  size  or  make 

of    bucket.      The    Vulcan    Iron 

\\  orks  will  pay  the  freight  one  way  on  all  repair  work. 
Estimates  are  submitted  for  the  customer's  approval 
before  work  is  started  in  all  cases. 


CLAM    SHELL   BUCKET 

OHAXGE   1'E 

EL  BUCKET    4  BLADES 

Cap.  i         Close<l 

Open 

| 

CODE 
Word 

Cap                Closed 

Open 

Code 
Word 

1  Width  |  Height!  Depth 

Width  |  Height 

"•        Dia. 

HeiLTliI 

Dia. 

Height 

Weight 

%     4'  H4»     y  g%«     3<    2%" 
54      4'  t'W     6'  2%"      3'     4%" 
1          5'  0%"      «/  8%-      3'    9>2- 
1%      '•>    »%"      <>'  f%"      3'  10%" 
1V4      5-  6%"      7'  4%«      4'    2V" 
2         6'  0%"      7'  !>%"      4'    8%" 
2%      6'  6%"      8'  ,-»         4'  10%" 
3         7'  0%"      <f  (,!/,"      5'    974" 

6'  2"           6'    2" 
7'  3"           6'  7%" 
7'  6"           7'  4>/2" 
7'  6"           7'  4M," 
8'  0"  ^        S'  1" 

"i     '•"'         V  414- 
11'  1"         10'  3Vfe" 

2CCO 
23CO 
3200 

4CCO 
MOO 

.vjoo 

(IKX) 

BANCY 

BAHDV 
BAHEX, 
BAIIICF 
BAIICI! 
BAHIIC 
BAIIFK 
I'.A\  i.i; 

'/2        4'     4" 
%        4'   10" 
1            5'     4%" 
IVl        5'    6V4" 
1'=        5;  11%^ 

21.0       7'    4V^V 
3          7'    9" 

6'    2" 
6'  11« 
7'     6" 
S'     1%" 
8'    8" 
9'    1" 
10'     3" 
10'    S" 

5'     4%" 
6'     0%" 

7'    4V2" 
8'    4" 
8'  10" 

6'  10%" 
7'  10%" 

1    W 
y  ii" 

10'     4* 
11'     6W 

30CO 
4200 
4800 
3800 
66CO 
9400 

ABAUR 
ABAUT 
ABAUV 
ABAUX 
ABAUZ 
ABAVA 
ABAVT 

The  above  sizes  in  stock 

for  Immediate  shipment. 

The  above  sizes  in 

stock  foi 

immediate  shipment. 

VI  LCAN  IRON  WORKS,  INC.,  JERSEY  CITY,  N.  J. 

812 


LAKEWOOD  CLAM-SHELL  BUCKET 


}  Speedy   Handling 
witli  Lakcwood 
Buckets 


! 


Speed  in  handling  sand,  stone, 
gravel,  coal,  cinders  or  other 
loose  material  has  made  Lake- 
wood  Clam-Shells  popular  for 
this  work. 

The  closing  power   increases 
as  the  shells  come  together.    The  Lakewood 
Clam-Shell  digs  down  as  it  closes — gets  all  it 
can  hold  and  comes  up  filled  to  overflowing. 

Short    cable    overhaul    speeds    operation    of 
bucket.    Weight  of  counterweight  can  be  ad 
justed  to  suit  material  to  be  handled. 
Upper  sheaves   on   the  closing   arms 
give  maximum  digging  force. 

A  flexible  plow-steel  cable  is  most 
durable  on  Lakewood  buckets.  All 
Lakewood  buckets  can  be  reaved  with 
4  or  6  part  line.  Working  line  has 
complete  roller  bearing  action  on 
rollers  regardless  of  angle  at 
which  bucket  is  working. 

Bigger  loa_ds  mean  cheaper 
digging.  Full  loads  ever)' 
time  cut  digging  costs  to  the 
minimum. 

Lakewood  Clam-Shell 
Buckets  are  designed  and 
built  to  get  full  loads  every 
time. 


What  a  Few 
Users  Say 


How  well  the  Lakewood 
Clam-Shell  serves  its  users  is 
evidenced  by  these  typical  quo 
tations  from  letters. 

"We  used  your  bucket  for  re 
moving  stone,  and  as  the  work 
was  practically  the  same  as  steam  shovel  work 
you  can  easily  see  that  it  was  a  severe  test." 
\YOODVILI.E  LIME  PRODUCTS  Co.,  Toledo,  O. 
"The  bucket   is  quick  acting   and 
very  easy  on  the  cables  on  account  of 
the   sheaves    and    their    arrangement. 
The    size    %-yard    which    you    have 
rated  the  bucket  is  rather  under  its 
capacity,  since  in  the  digging  which 
it  has  been  doing,  consisting  of  earth, 
sand  and  bowlders  it  fills  itself  up  to 
the     counterweight     and     practically 
every  time  digs  nearly  a  full  yard." 
BAKER  -  DUMBAR  -  ALLEN 
COM  PAX  Y,    Pittsburgh,    Pa. 
"Very   few  days  we  have 
operated    it    at    capacity   on 
account   of   material   coming 
in   slowly,   and  our  operator 
has    been    inexperienced    in 
using  the  machine.  Yesterday 
he  unloaded  six  cars  of  about 
35    cubic    yards    each,    with 
only  one  helper  in  the  car." 
BRYANT  PAVING   COMPANY, 
Readland,  Ark. 


LAKEWOOD    HANDLER 

^ 

'oitj 

M 

•o                   _ 

la 

o  ^ 

fe  S 

?  *                     "  x              L.  '• 

So                ^ 

a 

•O                             a; 

•~  v 

IS          SI       |s 

c  3  ™ 
o  B               s~  — 

05 

y             gs 

—            >  .-       =- 

•                ^  |               HO  Z 

8                                     ~    r 

So    ' 

& 

?=                    IJ 

O  g              «j     o 

Sfi 

14  yd. 

Dado                  15 

10 

14"  plate              2170              10- 

14"                   13' 

100'                10  to  12 

%  yd. 

Darius                22 

13 

14"  plate              2530              10" 

14"               2cr 

94'                14  to  16 

1  yd. 

Dorcius               32 

19 

%"  plate              3350              12"                 %"                 15' 

90"                18  to  20 

114  yd. 

Dajron                 40 

27 

%"  plate              3900              1-1" 

»i*  or  %"            18' 

83"                20  to  22 

114  I'd. 

David            114  yd.  oversize 

%"  plate              4550              H" 

%"  or  %"           25' 

71'                 24  to  28 

LAKEWOOD  DIGGER 

%  yd. 

Dab                   22 

13 

%"  plate                 2750                 10"                     14"                    20- 

94'                  14  to  16 

1  yd. 

Doubt                 32 

19 

14"  plate              :i830               12 

%"                     15- 

90"                  18  to  20 

1  yd. 

Desert            Extra  Heavy 

%"  plate              43CO               12 

%"                     15' 

901                18  to  20 

114  yd. 

Daper                42 

27 

14"  plate               4iCO               12 

%"  or  %•            18' 

83'                20  to  22 

2  yd. 

Dart                  59 

41 

14"  plate                6100                14 

%"  or  %'           25' 

71'                24  to  28 

214  yd. 

Dean                  74 

54 

14"  plate                7100                14 

%*                  27' 

63"                28  to  32 

OVERALL    HORIZONTAL   DIMENSIONS 

s 

3 

1 

g 

S 

S~" 

a  a                         a 

0                                                   T 

0                    5 

35 

* 

e, 
0 

|S              S 

i 

0                           e 

| 

%  yd. 

641                     14  cu.  yd. 

6'     3"                         5    1" 

5'    814"                    3' 

914"                     2-  11V 

%  yd. 

641                     \ 

cu.  yd. 

7'    1"                         6    214" 

6'     0"                           5' 

0"                        2'  11V 

?i  yd. 

840                     %  cu.  yd. 

7'     1"                         6    214" 

6'     0"                           5' 

0"                        2'  11V 

1  yd. 

640                            1   CU.    Vd. 

8'     1" 

7'     1"                           5' 

4%"                     3'    1" 

1  yd. 

641                   1  cu.  vd. 

8'     1"                         7    0" 

7'     1"                           &• 

414*                      3'     C%" 

H4  yil. 

640                    114  cu.   vd. 

8'    1"                       7    0%" 

7'    114"                   5' 

714"                      3'     4" 

114  yd. 

641                        114 

cu.  yd. 

8'     1"                         7    OVt" 

7'     IV                        5- 

7"                          3'     3V 

2  yd. 

640                    2  oil.  yd. 

8'  1114" 

7'     7V,"                       6' 

6"                        3'  10V 

2%  yd. 

640                    214  cu.  yd. 

y  4V              .-•;,',- 

7'  1114"                       6'  1014"                      4'     3V4" 

641  is  bucket  for  handling:;  type  640  is  digging-  bucket. 

THE  LAKEWOOD  ENGINEERING  CO.,  CLEVELAND,  U.  S.  A. 


For  District  Offices  See  Page  725. 

813 


BLAW  CLAM  SHELL  BUCKETS— 2  LINE  TYPES 


Blaw 

Dreadnaught 
Buckets 


A  Dreadnaught  bucket  will 
dig  earth,  bank  sand  and  gravel, 
plastic  and  tough  clay  in  the 
dry  or  under  water.  It  is  very 
efficient  in  handling  granular 
materials,  acid  p  h  o  s  ph  a  t  e, 

broken  stone,  heavy  ores,  etc.  A  complete  range  of 
sizes  covers  all  requirements  for  operation  on  derricks, 
cranes,  monorails,  dredges  and  special  hoists. 

The   mechanism   of  the   Dreadnaught    is   extremely 


simple.  It  consists  of  unusually  few 
parts,  with  the  very  minimum  of  wear 
ing  parts,  all  well  out  of  the  material 
being  handled.  Simple,  direct  rope 
reeving  with  no  "S"  bends  or  bad 
leads,  and  leading-in  guide  rollers  at 
the  head  of  the  bucket  makes  for  long 
life  of  the  closing  cables.  All  sheaves 
are  of  cast  steel,  bronze-bushed — 
with  provision  for  easy  lubrication. 


Size   \o                            

610 

611 

015 

616 

620 

621 

625 

630 

635 

640                 645 

% 

% 

1 

1 

1V4 

v& 

2 

2% 

3 

22.5 

30.5 

30 

40.7 

45 

61 

60 

75 

90 

Capacity  J  Line  of   plate  
Cu    ft       <  Water    level 

19.3 
15.5 

24.2 
£.         19.9 

25.75 
20.75 

o      32.3 
a     26.5 

38.6 
31 

„       48.4 
c.      38.7 

51.5 

41.5 

64.25 
51  75 

77.25 
62  25 

103             128.8 

6'  10* 

£    T    2%" 

7'    6" 

H    7'  10* 

8'  7* 

£  9'    0* 

9'     9" 

Vf    3" 

10'  10* 

7'  11* 

8'     4" 

8'    9* 

u   V    1* 

iff  o* 

Iff     5* 

11'     1" 

11'  11" 

12'    9" 

13'  10*          15'  1* 

5'     (," 

S    V    4%* 

y  6* 

i    5'  10* 

6'  3" 

%    6'    8^" 

6'  11* 

7'     6* 

7'  11* 

5"  10* 

§.    6'  1C" 

6'    6* 

a   7'    6* 

7'  5" 

a.   8'    6H" 

8'    3* 

8'  10* 

9'     4* 

Width                                  -    --- 

2'  1114* 

y       3'      1" 

3'    3" 

S    3'    4* 

3'  &V 

g    3'  10" 

4'    0%* 

4'     5" 

4'    8^4* 

Length  of  line  to  reeve  open 

33' 

i. 

33'     3' 

36' 

&4 

-36'    2" 

41' 

04 

-  41'     7" 

45' 

49' 

52' 

21'     6" 

a 

"  24'    6" 

27'  3* 

£  28'     4" 

30'     3" 

32'     6" 

34'    5* 

-  22'    7" 

23'  1C* 

V 

box  filled—  without  teeth-  _ 
With     counterweight     slugs 

26CO 
2860 

,<i.        2600 
Z7CO 

3600 
3720 

£     3400 
3520 

5250 
5370 

3      4750 
4870 

6950 
7100 

8450 

80CO 

106CO 
10870 

ON 
APPLICATION 

Blaw 

Speedster 

Buckets 


•                                Weight—  Lbs. 

o 

43 

Average  Load 

_* 

bo 
'S 

Pick 

•d  Up 

H 

Sand 

Lump 

33 

Loosr 

Coal 

100            2675             5475 

3775 

105            3100             6700 

45CO 

110             3350             7350 

5000 

115             43CO      !       9700 

6550 

120            4650 

10650 

7CCO 

125             50CO 

J2700 

8050 

130             55SO           130SO 

8780 

Blaw 

Power- Wheel 
Buckets 


The  Speedster  is  a  lever  arm 
bucket  especially  designed  for 
rehandling  bulk  materials  such 
as  coal,  sand  and  gravel.  As  its 
name  implies,  it  is  noted  for  its 
quick  and  effective  clumping 
and  closing  action. 

It  is  the  most  highly  de 
veloped  of  clamshell  buckets  embodying  all  modern 
requirements  of  speed,  durability  and  maintenance. 
Suited  to  all  types  of  hoists. 

Many   difficult   rehandling  problems  can   be   solved 
with  Blaw  Speedster  Buckets. 


* 

0 

n.a 

6C  fl 

£i  N^H 

TS 

<U  O 

N 

fc>  O 

B™? 

**  M 

if 

ID 

^ 

O 

206 

2290 

1,, 

6'6^" 

2'4" 

211 

2825 

% 

7'2Ms" 

3'5" 

216     •     3750 

1 

8'4" 

3'3» 

•With  4  pr.  c'tr.  \v'ts.—  no  teeth. 

The  Blaw  Power  Wheel 
Bucket  is  an  improvement  over 
the  ordinary  "bull-wheel"  bucket 
in  that  the  unusually  large 
power-wheel  is  mounted  on  a 
shaft  of  its  own,  above  the  axis 
of  the  main  hinge.  This  ar 
rangement  keeps  the  wheel  well  out  of  the  material 
being  handled,  enables  the  bucket  to  open  out  wider 
and  gives  greater  closing  power.  A  variety  of  sizes 
adapted  to  all  types  of  small  portable  cranes — suitable 
for  all  around  usage  on  contracting  work,  which  in 
volves  rehandling  and  light  excavating. 


Blaw 
Bulldog 
Buckets 


,0 

S        " 

ill 

4J 

A 

o 

•-  —  gj  ~ 

00    I      . 

£!.£? 

« 

H 

>==£.? 

"  £'"      ~  — 

^ 

SCO         3350 

%             77" 

3'C* 

505 

39CO 

1                81" 

3'3* 

510 

59CO 

VA 

9'5" 

3'9" 

515 

8000 

2 

10'S" 

520 

13CCO 

3 

11  '8" 

4'8" 

Data  on  larger  sizes  on  request. 

Blaw 
Collier 
Buckets 


The  Blaw  Bulldog  Bucket  is 
a  lever  arm  bucket  of  greater 
weight  and  greater  closing 
power  than  the  Speedster.  It  is 
especially  adapted  for  use  on 
overhead  cranes,  as  it  has  excep 
tionally  great  closing  power  for 
the  head  room  that  it  requires. 
t  or  work  in  skull  cracker  pits  it  is  unequalled.  ' 


The  Blaw  Collier  is  a  power- 
wheel  bucket  with  a  very  wide 
scoop,  intended  for  rehandling 
|   slack  and  anthracite  coal.    Very 

„ mllj  light  for  its  scoop  capacity,  yet 

will  pick  up  its  rated  load  of 

run  of  mine,  bituminous  or  semi-bituminous  coal,  culm, 
crushed  coal,  ashes,  etc.  This  bucket  is  especially 
suitable  for  handling  coal  on  mast  and  gaff  rigs,  as  it 
requires  a  minimum  of  head  room. 


Height 

Spread 

| 

^  __ 

^ 

£ 

•0 

•o  o 

. 

2  r 

p 

03 

a 

0) 

0).—  "3 

N.3 

f 

y.  ^  ^ 

a 

o 

— 

Q 

0 

5"5 

w 

•^ 

>—Ci^ 

o 

s 

"Z 

0            0 

uj—  w 

250     2600      1      CU.  vd. 

7'  7" 

5'    9" 

4'  3"      6'    7"      y    2" 

15'  9" 

255 

3500     1%  cu.  yd. 

8'  9" 

6'    7* 

4'  9"      7'    6" 

5'  10" 

18' 

260 

4400     2      cu.  yd. 

7'    3* 

5'  3*      «    4* 

6'    6" 

20" 

265 

5300 

2%  cu.  yd. 

Iff  4" 

7'  10" 

S'S" 

8'  11" 

7'    0" 

21'  3* 

270     6200 

3     cu.  yd. 

11'  1" 

8'    4" 

6'0" 

9"    6" 

7'    5" 

22'  y 

BLAW-KNOX  COMPANY,   PITTSBURGH 

6 1 6  FARMER'S  BANK  BLDG..  PITTSBURGH,  PA. 
New    York— Chicago — Bo.ton— Baltimore — Detroit— Birmingham— San    Francisco— Kansas    City 

814 


BLAW   CLAM   SHELL   BUCKETS— SINGLE  LINE  AND  SPECIAL  TYPES 


Blaw 

Single-Line 
Buckets 


A     "hook-on''     type     bucket 
completely  operated  by  a  single 
hoisting    drum.      The    yoke   of 
the  closing  line  can  be  thrown 
over  the  crane  hook  when  the 
bucket  is  needed  and  it  is  ready 
for  service  immediately.     The  yoke  is 
thrown   off   the   hook   when   the   bucket 
work  is  finished  and  the  crane  is  ready 
for  other  uses. 

Operating  clearances  required  for 
various  Standard  "hook-on"  Type  buck 
ets  and  other  particulars  are  given  in 
Tables  I  and  III. 

Table  II  lists  standard  buckets  which 
are  reeved  up  direct  to  hoist.    The  head 
room  clearance   required   is   merely   the 
open  height  of  the  bucket. 


TABLE   I—  HOOK-OX 

TYP 

E  BUCKETS—  GENERAL 

DIMENSIONS 

All   buckets   equipped   with   guide   sheaves   at   top—  except 
"Open  Head  Types." 

Operating 

•This      Is      dis 

g 

Head 

tance    bottom    of 

N   ^ 

S, 

Koom* 

liucket     measures 

o 

j^ 

tO  13 

f" 

S  a 

0 

d 

when 

lielow   hook   after 

_  ',- 

— 

— 

si 

V 

i 

eeved 

dumping. 

fj 

O    . 

i 

O 

™  —  ' 

*J 

internally 

bo 

15 

•= 

HH 

be 

a 

' 

Parts 

DESCRIPTION 

J 

2        3 

OF  BUCKET 

305 

•2 

2CCO 

6'  4% 

•  ,   -  -j  iii." 

12  8%"  15'7"  Standard  Type 

310 

27 

in 

7'  6" 

6'G"  i 

'  2" 

14' 

V     18'2",l; 

itandaro  Type 

810W 

i 

32CO 

7'  6" 

6'0"  4'  2V4" 

14'5"     18'2"  Extra  \VideTvpe 

311 

% 

26 

7r> 

6'10" 

6'6"3 

*  2" 

ff 

y    i2'9"  ( 

)pen  Head  Type 

311W 

i 

3350 

6'  ID 

«'8"4'2%"   9'0"     12'9"  Op.Hd.—  Ex.  Wide 

315 

i 

37CO 

S'  10" 

7'5"  3'  5" 

16'3"     20-6"  Standard  Type 

SIR 

i 

4C 

51 

8'  10" 

7'5"C 

'  5" 

16' 

y     2V6"  } 

3x.  Heavy  Scoops 

325 

Hi 

4250 

9-  2" 

9'2"3'  5" 

W 

7"     20'4"  Xarnt\v  Type 

320 

1%     5250   V  2% 

"  8'0"  4'  0" 

19'4"     24'3"  Standard  Type 

321 

ivs 

moo 

9-  2% 

"  8'0"  4'  0" 

19-4"     24'3"  Ex.  Heavy  Scoops 

323 

1%  ,  56CO 

8'  4% 

•8'0*  4'  0" 

11' 

7"     lG'C"Open  Head  Type 

327 

1% 

K 

«t 

91  2% 

w  C'A*  , 

'  7V>" 

19' 

4"      24'3»  f 

standard  Type 

328 

2 

105CO  WIO" 

9'0"  4'  8" 

21'3"     26'0"  Ex.  Heavy  Scoops 

330-1 

1% 

64CO 

8'  4% 

"  8'0"  4'  7%" 

11' 

7"     16'6"  Open  Head  Type 

I 

Iligl    Po  ver  Buckets—  Extra 

wide  heavy  lips. 

333  J 

2        D2CO  lO'lO" 

9"C"  4'  8" 

21'3"     2(i'C"  Standard. 

TABLE  II.- 

-BUCKETS  FOR  REEVING  DIRECT  TO  HOIST- 

KQIIIPP 

ED   WITH  TAIL  SHEAVES 

'f 

VI 

•3 

c 

f 

w 

8, 

- 
-'  / 

r- 

0>  o 

& 

,  ^ 

Height 

Spread 

5i{j 

x  ,  " 

CO 

s~ 

.™  2 

00* 

Op'ii 

Clam 

Open       Cl 

isei"               55-" 

304 
307 

^21CO 

5 
6 

'  10" 

5'  4" 
5'  9" 

3'     5" 
2'  11%" 

4'  6''4'    0 

y  o"  4'  i 

•    (Bridge  type 
V4"  Cableway  type 

308 

H2CCO 

6 

'     4%" 

5'  9" 

2'  11%"  5'  0"  4'     1 

%"  Standard    type 

312 

% 

860 

7 

'    6" 

7'  1" 

3'    ! 

• 

6'  6"  4'    8 

'     Standard     type 

312W 

1      3350 

7 

'    6" 

7'  1" 

4'    i 

i  .," 

6'  6'  1'    8 

'     Extra     w  i  d  e  — 

313 

%2950 

7 

'    6" 

7'  1" 

3'     2" 

6'  6"  4'    8 

"     Cableway  type 

313W  1 

MR 

7 

'    6" 

7'  1" 

4'    ! 

i  .," 

6'  6"  4'    8 

"     Extra    w  i  d  e— 

314         % 

SOO 

6 

'    8^4" 

6'  Vh 

"  3'  11" 

5'  2"  4'    7 

%"  Bridge  type 

317       1 

MO 

8'  10" 

8'  0" 

3' 

r 

7'  5"  5'     7 

"     Standard    type. 

318          :1 

12:.( 

'  10* 

8'  0" 

3-     5" 

7'  5"  5'    7 

"     Ex.  hvy  scoops 

326      \1%  4470 

9"     2" 

8'  6" 

3'    5" 

91  2"  6'  10"     Narrow     type 

?22       IV-  5300 

(V       03  •  * 

8'  &%"  4'    0* 

s'  0"  5'  10 

%"  Standard   type 

324       1% 

6200 

i 

'    294" 

8'  8% 

"4' 

3* 

8'  0"  5'  1C 

V&"  Ex.  hvy  .scoops 

329       1% 

6CCO    9'    2%" 

8'  f.\ 

"4'     W 

8'  0"  5'  It 

W  Standard    type 

332       2 

930010'  1C" 

W  0" 

4' 

3" 

V  0"7'    1 

High    power— 

TABLE     III.— SCOOP     CAPACITY     AND     APPROXIMATE 
QUANTITY  MATERIAL  PICKED  UP  AT  EACH  GRAB 


Bucket 

SI/,.' 

Cubic  Kcet 
Scoop  capacity               Bucket 
Cubic   feet                 2  Parts 

l-i'-ki-ii    rii 
Reeved 
3  Parts 

No. 

Heaped 

Llnrof 
P1»K 

\\,II.T      Lowe 
Lctrl        Sand 

Lump 
Cotl 

Loot* 
S«nd 

I.'IM  J 
{.   ,! 

304  - 

18.3 
18. 
27 

36 
L'7.5 
36 
36 
46 
46 
54 
54 
86 
86 

15.5 
15.5 
21 

28 
21.5 
38 
36 
42 
42 
54 
49 
85 
85 

11.7 
12.75 
17 

23 
17.5 
18.5 
18.5 
34 
34 
28 
40 
43 
43 

16 

14 

21 

28 
24 
30 
36 
40 
46 
84 
47 
76 
64 

13 
10 
16 

21 
20 
22 
26 
33 
38 
26 
39 
62 
54 

21 
27 

34 

36 
36 
46 
46 

42 
54 
86 

72 

14 

21 

28 

28 
33 
42 
45 

33 
49 
77 
70 

305,    307,    3C8-. 
310,  311,  312.313 
310W,    S11W, 
312W,    313W-. 
314 

D15,   317        

316,   318  

S20,  322,  o23  
321     324 

325     326. 

327,  328,   329  
530,   332  

333   .. 

Blaw  Foundry 

Type    Single-Line 

Buckets 


The  foundry  bucket  is  a 
single  line  "hook-on"  bucket  re 
quiring  a  minimum  of  head 
room.  The  closing  power  is 
sufficient  to  enable  it  to  pick  up 


its    rated 
sand. 


capacity    in    molders' 


• 

N  ^ 

In  -3 

-    • 

- 

JS 

•-  c'S 

•"3 

^r^. 

r3 

u^'S 

3 

3  j 

,w  ~ 

%0 

>. 

-  -  .* 

02 

a'J 

**"  "^ 

o| 

3C9K        -»i      36CO      62"      4  11"      6'11" 
319F      1'i      5CCO      7'3"      5'  9"      8'  1" 

329F      2          68CO     8%"      6'  9"      SK  6" 

339F      3          9L>00     9'9"      7'  9"    W  8" 

349F      4        110CO    W8"      8'  (."    11'  8" 

Blaw-Knox  Company  manu- 
Four-Line         i    factures    four-line    buckets    in 
and  Special       j    sizes  up  to  8  cu.  yd.  capacity- 
Buckets  i    t'le   leads    can   be    arranged    to 
.:,„„,..,  ,,,,,,..,.,.M,,,M,,,i   meet  almost  any  conditions  re 
quired  by  a  crane  or  trolley. 

SPECIAL  BUCKETS  are  also  designed  and  built  for  in 
dividual  requirements,  where  the  hoisting  equipment 
or  the  work  required  does  not  permit  the  use  of  a  stand 
ard  bucket. 


Blaw  Automatic 

Single  Rope 

Cableways 


Blaw  Automatic  Single  Rope 
Cableways  furnished  for  op 
erating  Blaw  Single  Line  Buck 
ets  or  with  special  Hook  Block 
for  handling  skips,  dump  buck 
ets,  etc.- — operated  entirely  by  a 

single  drum  non-reversing  hoist  on  spans  up  to  500'— 
digging,  hoisting,  transporting  and  dumping  under  the 
control  of  the  operator  at  all  times. 


One  Type  of  Automatic  Single  Rope   Cableway 


BLAW-KNOX  COMPANY,   PITTSBURGH 

616  FARMER'S  BANK  BLDG.,  PITTSBURGH,  PA. 

New    York Chicago — Boston — Baltimore Detroit — Birmingham — San     Francisco — Kansas    City 

815 


WILLIAMS  BUCKETS 


I 


General 
Information 


The  G.  H.  Williams  Com 
pany  manufactures  a  complete 
line  of  grab  buckets  for  dredg 
ing  or  excavating,  and  for  the 
rehandling  of  bulk  materials, 
such  as  coal,  ore,  coke,  sand 
gravel,  crushed  stone,  and  rock. 

Years  of  experience  and  specialized  study  insure  to 
their  customers  the  selection  of  buckets  suitable  for 
their  requirements.  Wherever  standard  equipment 
will  not  serve  the  purpose,  buckets  of  special  design 
can  be  furnished  promptly. 


Williams  "Favorite"  Bucket. 


r 


Design  and 
Construction 


which    furnishes    the 


Williams  buckets  are  so  de 
signed  and  constructed  as  to 
embody  great  digging  power, 
speed  and  economy  in  opera 
tion,  and  durability.  Applica 
tion  of  the  lever  principle, 
closing;  power  directly  to  the 


scoops,  together  with  triangular  principle,  requires  few 
parts  and  insures  rigidity  and  perfect  alignment,  while 


Williams  "Hercules"  Bucket. 


long  life  is  secured  by  the  use  of  large  bearings  and 
massive    construction,     which     is    entirely    of    steel. 


The    "Favorite' 
Bucket 


The  "Favorite"  Bucket  is  an 
all  around  contractor's  and  ma 
terial  handler's  bucket.  It  is 
operated  by  a  four-part  closing 
line  applied  to  power  arm  or 
lever,  which  enables  it  to  handle 
economically  and  efficiently  coal,  ore,  sand,  gravel, 
crushed  stone,  and  like  bulk  material;  and  when  fitted 
with  teeth,  it  will  do  excavating  and  dredging,  where 


The  "Hercules" 
Bucket 


Williams  No.  3  Single  Hook  Foundry  Bucket. 

the  work  is  not  of  the  most  severe  nature.  See  the 
"Hercules"  and  special  dredging  buckets  for  this  class 
of  work. 

This  bucket  is  built  for  severe 
conditions  and  will  handle 
hardpan,  loose  rock,  compact 
gravel,  boulders,  and  clay.  It 
has  a  four-part  closing  line 
which  gives  it  extra  digging 
power,  and  together  with  its  heavy  construction  enables 
Bucket  to  dig  and  operate  under  the  severest  conditions. 
Each  scoop  of  this  bucket  is  made  of  one  heavy  plate 
bent  to  shape,  and  is  fitted  with  steel  lip  having  cham 
fered  cutting  edge.  High  carbon  steel  teeth  to  be  bolted 
or  riveted  in  place  are  provided.  By  unbolting,  the 
teeth  may  be  removed  to  make  the  bucket  available  for 
ordinary  rehandling  from  flat  cars  or  boats. 


No.  3  Single 

Hook 
Foundry  Bucket 


The  No.  3  Bucket  is  built  to 
meet  the  needs'  of  foundries, 
steel  mills,  and  power  plants  in 
handling  with  economy,  sand, 
coal,  ashes,  roll  scale,  slag,  mill 
cinders,  or  similar  material. 

This  bucket  may  be  used  on  any  crane  or  derrick, 
especially  where  the  distance  between  the  hoist,  block 
and  the  ground  is  limited.  In  rigging  the  bucket  the 
hook  of  the  hoist  block  is  slipped  into  the  holding  yoke 
of  the  bucket.  The  outfit  is  then  ready  for  use. 


G.    H.   WILLIAMS   CO.,    ERIE,    PA. 


816 


SAUERMAN  DRAGLINE  CABLEWAY  EXCAVATORS 


Removing  Silt  Deposits  from  Intake  Channel. 


Due  to  its  ability  to  span   a 

Advantages  of     j    distance  of  200  to  800   feet  or 
Sauerman    Type  f    more    and   dig,   convey,    elevate 
of  Cableways      I   and  dump  in  a  continuous  move- 
|   ment  under  control  of  one  oper 
ator,      a      Sauerman      Dragline 

Cablcway  Excavator  will  serve  as  complete  excavating 
and  conveying  equipment  for  the  average  gravel-min 
ing,  dirt -moving  or  clay-handling  proposition.  By 
acting  as  a  combined  digger  and  conveyor,  it  handles 
material  at  a  lower  cost  per  ton  than  other  types  of 
excavators  requiring  an  auxiliary  conveying  system. 


- 


y 

*j- 


T«« 


\\lnle     Sauerman     Dragline 
Adapted  to  Cableway    Excavators    are    best 

Wide  Range  known  for  their  economical  serv- 

of  Uses  ice  as  tne  standard  excavating 

[   and    conveying    equipment    for 
commercial     sand     and     gravel 

plants,  they  have  also  been  found  suitable  for  a  variety 
of  other  uses.  The  different  material-handling  work 
successfully  handled  by  these  excavating  cableways  is 
as  follows: 

Excavating  sand  and  gravel.  Loading  ballast  from 
pit  to  cars.  Building  levees  and  embankments.  Making 
reservoirs.  Digging  tail-race  and  placing  ballast  in 
cribbing  of  dam.  Removing  earth  dams,  sand  bars  and 


Excavating  Gravel  from  Under  Water  and  Conveying 
to  Screening  Plant. 

i-lancls.  Cleaning  out  intake  channel  supplying  boiler 
water  to  power  plant.  Backfilling  retaining  walls.  Re 
moving  silt  and  debris  from  log-ponds.  Cleaning  and 
enlarging  reservoirs.  Deepening  and  widening  rivers. 
Mining  placer  gold.  Taking  marl  from  lake  bottoms. 
Stripping  overburden  from  clay  beds  and  stone  quar 
ries.  Reclaiming  tailings,  ore  or  coal  from  storage  piles. 
Excavating  peat  and  humus.  Gathering  clay  for  brick 
and  tile  plants.  Digging  hard  materials. 


We  invite  everybody  who  has 
Sauerman         [    a    proposition    similar    to    any 
Engineering     •  I    listed  above  to  avail  themselves 
Service  I    °f  tne  expert  suggestions  of  our 

, I    engineers.     You  will  also  profit 

by  sending  for  our  printed  mat 
ter.  Pamphlets  Nos.  12  and  14  describe  installations 
for  mining  gravel;  Pamphlet  No.  15  for  handling  clay 
and  sticky  materials. 

If  your  problem  pertains  to  the  storage  or  rehandling 
of  coal  it  will  be  turned  over  to  a  separate  engineering 
staff.  Sauerman  equipment  for  coal-handling  is  of 
special  design  and  one  of  the  important  items  is  a 
patented  type  of  power  drag  scraper.  For  description 
of  this  equipment,  send  for  our  Pamphlet  No.  11. 


Loading  Concrete  Aggregate  from  Pit  to  Trucks. 


Reclaiming  Coal  from  Storage  Pit. 


SAUERMAN  BROS.,   330  S.   DEARBORN  ST.,   CHICAGO,  ILL. 

817 


WIRE  ROPE  AND  FITTINGS 


The  American  Steel  &  \Yire 

Sales  Offices       j    Company  manufactures  wire 

and  |    rope    for    all    purposes    and 

Warehouses       I    carries    a    full    line    of    wire 

n \   rope  fittings  and  accessories, 

such      as      thimbles,      clips, 

clamps,  sockets,  hooks,  turnbuckles,  shackles, 
sheaves,  etc.  It  also  manufactures  aerial  tramways, 
supplying  the  supporting  and  transporting  equi 
page  as  well  as  the  cable,  and  maintains  engineering 
bureaus  to  advise  and  assist  in  solving  hoisting  and 
transmission  problems.  Its  sales  offices  and  ware 
houses  are  located  in  the  following  cities : 


ing,  on  derrick  dredges,  incline  cable  ways,  etc., 
being  particularly  an  economical  material  where 
the  weight  of  rope  is  an  important  item  or  where 
it  may  be  desired  to  increase  the  loading  without 
enlarging  sheaves  and  drums. 

Monitor  Plow  Steel — A  material  having  a  ten 
sile  strength  ranging  from  220,000  to  280,000  Ibs. 
per  sq.  in.  and  especially  resistant  to  abrasion. 
Size  for  size  it  is  somewhat  less  flexible  than  the 
other  steels  but  equally  flexible  with  sections  hav 
ing  equal  strength. 


Transmission 

and 
Haulage  Rope 


Transmission  and  Haulage 
rope  derives  its  name  from 
the  comparatively  large  size 
and  small  number  of  wires 


SALES  OFFICES 

Chicago 208   So.    La  Salle   Street 

New    York iO    Church  Street 

Worcester..  94    Grove    Street  ~  .  .  . 

Boston    120   Franklin   Street  „ I    Composing  It.     1  Ills  COllStrilC- 

Cleveland Western   Reserve    Building  Hnn     rlWr-irts     frnm     tlio    Aw 

Pittsburgh    Frick   Building  .  '     Irom    tile    Hex- 
Buffalo  337  Washington  street      ibihty  of  the  rope  but  presents  an  increased  resis- 

phi'ad1eiphuVl^\\V.:.\\V.^\\V.l.\\V.^\\V.l.\\V.!..°widenerrBund7neg      tance  to  abrasion  and  corrosion.     For  this  reason 

it  is  particularly  adapted  for  use  where  the  ab 
rasion  is  severe  and  the  element  of  flexibility 
of  minor  importance  as  in  mine  haulage  work, 
gravity  hoist  systems  and  coal  and  ore  dock  haul 
age  road  operating  grip  cars,  also  in  well  drilling. 
The  American  Steel  &  Wire  Company  makes  two 
types  of  this  wire.  The  Standard  Transmission 
and  Haulage  rope  is  composed  of  6  strands  of  7 
wires  each,  laid  on  a  hemp  core,  the  individual 
wires  in  each  strand  being  wound  in  the  opposite 
direction  to  that  of  the  strand  on  the  rope.  The 
Flattened  Transmission  and  Haulage  rope,  of 


Baltimore 32   So.    Charles   Street 

Wilkesbarre,    Pa Miners    Bank   Building 

Cincinnati    Union   Trust  Building 

Oklahoma  City    First   National   Bank   Building 

St.   Louis   Liberty  Central  Trust  Company   Building 

St.    Paul,  Minn Pioneer  Building 

Kansas  City 417   Grand   Avenue 

Denver First    National    Bank   Building 

Salt  Lake  City Walker    Bank  Building 

EXPORT  DEPARTMENT 
The   United    States    Steel    Products    Company 


New   York   City 
Seattle,  Wash. 


Portland,    Ore 

Los    Angeles,    Calif. 


Baltimore,    Md. 
Buffalo,    N.    Y. 
Birmingham,    Ala. 
Chicago,    111. 
Cleveland,    Ohio 
Denver,    Colo. 
Detroit,    Midi. 
Kansas   City,    Mo. 


San   Francisco,    Calif. 
Savannah,   Ga. 
Seattle,    Wash. 
St.    Louis,    Mo. 
Trenton,     N.     J. 
Worcester,    Mass. 


Grade  of 

American 

Wire  Rope 


San    Francisco,    Calif. 
WAREHOUSES 
Los    Angeles,     Calif. 
New    Haven,    Conn. 
New    Orleans,    La. 
Xew    York,    N.    Y. 
Philadelphia,     Pa. 
Pittsburgh,     Pa. 
Portland,    Ore. 
Salt   Lake  City,   Utah 

The   American   wire  rope  is 
I    carried    in    established    sizes 
and   designs,  and   for   mate- 
i    rial     handling     purposes,    is 
f    made      in      the     following 

grades : 

Swede  Iron — A  soft  and  ductile  material  hav 
ing  a  tensile  strength  of  approximately  85,000 
Ibs.  per  sq.  in.  For  wire  rope  manufacture  it  has 
been  largely  superseded  by  steel  but  is  still  gen 
erally  used  for  elevator  hoisting.  For  this  pur 
pose  it  is  amply  strong. 

Crucible  Cast  Steel — A  material  now  made 
by  the  open  hearth  process,  which  has  a 
tensile  strength  ranging  from  150.000  to 
200,000  Ibs.  per  sq.  in.  It  is  tough  and  pli 
able  and  aside  from  having  about  twice  the 
strength  of  iron  is  harder  and  more  resistant 
to  wear.  These  properties,  together  with  a 
moderate  cost,  have  given  it  a  general  use 
for  all  material  handling  purposes  of  mod 
erate  severity. 

Extra  Strong  Crucible  Steel— A  material 


which  there  are  three  styles,  is  composed  of  flat 
tened  strands  made  up  of  a  combination  of  differ 
ent  sized  wires,  both  individual  wires  and  strands 
being  wound  in  the  same  direction.  This  type  of 
rope  presents  about  150  per  cent  more  wearing 
surface  than  the  round  strand  rope. 


Standard  Type  C  Type  D  Type   E 

Haulage  Flattened  Haulage  Rope 

STANDARD   TRANSMISSION  AND"    HAULAGE  ROPE— 6  STRANDS, 
7  WIRES  EACH— HEMP  CORE 


of  like  manufacture,  but  somewhat  stronger 
than  crucible  steel,  and  tougher  Its  ten 
sile  strength  is  180,000  to  220,000  Ibs.  per 
sq.  in. 

Plow  Steel—  A  high  grade  open  hearth 
steel  having  a  tensile  strength  ranging  from 
!29,000  to  260.000  Ibs.  per  sq.  in.  It  is  some 
what  less  flexible  than  crucible  steel  but 
combines  lightness  with  great  strength  and 
as  such  is  largely  used  for  heavy  mine  hoist-  tBased  on  a  factor  of  5afety  of  5. 


ja 

Crucible 
Cast    Steel 

Extra    Heavy 
Crucible    Steel 

Plow 

Steel 

Monitor 
Plow    Steel 

'E  o 

"*- 

£    -o 

«•<_ 

S    -a 

M<- 

V      T3 

<*4_ 

$   "2 

1-.  *" 

e  j. 

>        1> 

C  in 

>      £ 

tl 

!*" 

II 

rt     .2 

ll 

*  -•; 

^§ 

rt      .2 
i  c> 

'•*  § 

rt    ..2 

££ 
2 
3  c 

J* 

ft 

!P 

ft 

f>  3< 

.2'Q" 

% 

•E  C-O 
UJ3< 

.$-•> 

^£ 

^fi 

X  in 

0.0 

ll 

Qwl 
c 

ll 

b  w  i> 

|| 

Q  w  u 

c 

|l 

QbJD 

.5°^ 

d 

fcJ 

£    .5 

fiiS 

S    -S 

£J 

s  -s 

fcJ 

1J4             3.55           12.6         11             14.6         11             16.4 

11 

18 

11 

1M             3                 10.6         10            12.6 

10 

14.4 

10 

16 

10 

l'/t             2.45 

9.2           9            10.8           9 

12 

9 

13 

9 

1H             2                  7.4           8              8.6           8              9.4 

8 

10 

8 

1                  1.58 

6.2           7              7              7 

7.6 

7 

8.4 

7 

H             1.20 

4.8          6             5.6          6             6.2 

6 

6.6 

6 

H         -89 

It              .75 

3.7           5              4.2 
3.1           4%          3.3 

5             4.6 
4J4         3.6 

5 

5 
4 

5 

H              .62 

2.6          454         2.9 

3.2 

454 

3.5 

4  1^ 

ft                .50 

2             4             2.2 

4  '          2.4 

4 

2.6 

4 

%               .39 

1.5          3%          1.8 

3'A         2 

2.2 

3  54 

•ft               .30 

1.1          3             1.25 

3               1.4 

3 

1.5 

3 

H                .22 

.92 

2}4          1.05  !       2V±          1.2 

1.3 

2J4 

A               .15 

.70 

254 

.79         254            .88 

254 

&                .12% 

.so      iyt         .59      \yt         .68 

1 

AMERICAN  STEEL  &  WIRE  COMPANY 


For  List  of  Offices  See  Above. 
818 


HOISTING  AND  HAULAGE  WIRE  ROPE 


FLATTENED   STRAND 

HAULAGE  OR  TRANSMISSION   ROPE 

Crucible  Steel 

Extra    Strong    Crucible    Steel 

Monitor  Plow  Steel 

Type   C 

Types   D   ami    K 

Type   C 

Types    D   ;ttpl    1 

Type    C 

Types   D  and    E 

jjj§ 

T3 

j 

T3 

j 

jill 

•O 

rt 

^ 

"O 
H 

jS?! 

•D 

rt 

«J 

•jj 

_; 

fi2« 

j* 

#|| 

0<- 
iJ  g 

li 

E~-5 

53 

^ff 

Jtj 

'foi 

£^~ 

1*3 

8 

*|| 

8^1 

(f  0 

bio 

P  g 

Cf_, 

Q               -P 

°  c£ 

C   4i      . 

EH 

O       jv 

.SH 

O       ^ 

E  "    • 

oH 

O       (^ 

CH 

o      *P 

E  '"   * 

s.s 

SS.C 

£ 

6.5 

Q,  OJ 

&  P.  C 

's.  sfc 

;£ 

i.9 

ao.S 

o.9 

&aC 

'^* 

f  c 

££= 

J£ 

&&C 

Ij* 

st 

^ 

2 

"" 

"•£-s 

f 

"* 

f 

" 

*••$.•- 

•< 

* 

• 

"S-E 

1  \A 

12  6             -1  61         13  ft 

4  00          8V4          14  6 

3  65 

i    . 

4.00           &>/i          

in  A 

3  in 

11  4 

3  45           8              12  6 

3.10 

13.6 

3.45           8              

9.2            2.55        10 

2.80           714          10.8 

2.55 

11.6 

2.80           7}4           13.4 

2.55         14.6 

2.80            9}* 

Hi            7.4            2.05          8 

2.30           6!4            8.6 

2.05 

9.2 

2.30           6'/t          10.4 

2.05         11.2 

2.30            8 

1                6.2            1.65          6.8 

1.80           5*4            7.0 

1.65 

7.6 

1.80           5W            8.4 

1.65           9.2 

1.80            (>yt 

M            4.8            1.24          5.2 

1.38          5               5.6 

1.24 

6.9 

1.38           5                6.6 

1.24           7.2 

1.38            6 

yt            3.72            .92 

4 

1.00          4'/,           4.2 

.92 

4.54 

1.00           4Yi            5.0 

.92          5.4 

1.00            554 

yi           2.6              .64 

2.8 

.72           3V4            2.9 

.64 

3.14 

.72          3}4            3.5 

.64          3.8 

.72            4J4 

%           1.54            .40 

1.66 

.45           2Vi            1.77 

.40 

1.92 

.45           2>A            2.2 

.40           2.38 

.45            3Ji 

W             .92            .23 

1.00 

.25           2                1.05 

.23 

1.14 

.25           2 

tBasftl  on   factor  ot  safety  of  5 


HOISTING  ROPE   DATA 


.   . 

Iron 

Crucible    Steel 

Extra 

Strong* 

:            • 

Steel* 

Monitot 
Steel" 

>-J 

Kj_ 

£     -o 

Ifn- 

>    -o 

bc^_ 

«<- 

CO 

b.  « 

a       J 

C  «; 

C  u 

c« 

£  c 

Is 

J3     -'> 

|g 

^g 

?§ 

fi   C 

s 

IH 

(«  e-o 

Sh 

£|| 

°  H 

OH 

SsS 

IM 

'K  o 

#B 

•2'l" 

*.g 

^.c 

^c 

#c 

•- 

&>. 

£•"« 

°  '•iS 

Q  ^^ 

§.•3 

b 

S."0 

§8 

0   g 

00 

0  o 

<  a 

s  •- 

i  •£ 

£« 

£-1 

Standard                                Extra                                 Special 

t,-1 

«  .s 

fc* 

S  •- 

fiJ         &,« 

O.J 

R°I)e                                   Flexible                               Flexible                         STANDARD  ROPE—  6  STRANDS,  19  WIRES  EACH 
HEMP  CORE 

2-ii 

11.95       22.2 
9.85       18.4 
8            14.4 
6.3         11 
5.55      10 
4.85        8.8 
4.15         7.6 
3.55        6.6 
3             5.6 
2.45         4.56 
2              3.72 
1.58         2.9 
1.2           2.36 
.89        1.7 
.62        1.2 
.5             .94 
.39           .78 
.3             .58 
.22           .48 
.15           .3 
.1             .22 

12 
15 
14 
12 
12 
11 
10 
9 
8.5 
7.5 
7 
6 
5.5 
4.5 
4      ' 
3.5 
3 
2.75 
2.25 
2 
1.5 

42.2 
34 
26.6 
21.2 
19 
17 
14.4 
12.8 
11.2 
9.4 
7.6 
6 
4.6 
3.5 
2.5 
2 
1.68 
1.30 
.96 
.62 
.44 

11 

10 
9 
8 
8 
7 
6.5 
6 
5.5 
5 
4.5 
4 
3.5 
3 
2.5 
2.25 
2 
1.75 
1.50 
1.25 
1 

48.6         55 
40            46 
32            37 
24.6         28 
22.4         25 
19.8        22 
16.6        19 
14.6        16 
12.8          14 
10.6         12 
8.6           9.4 
6.8           7.6 
5.2          5.8 
4.04        4.6 
2.8          3.1 
2.24        2.4 
1.84        2 
1.45        1.6 
1.06        1.15 
.7            .76 
.49          .53 

63 
53 
42 
33 
30 
27 
22 
'  20 
17 
14 
11 
9 
7 
5.3 
3.8 
2.9 
2.4 
1.9 
1.35 
.9 
.63 

Several    different     types    of       2^ 
rope   are   made   for   hoisting       | 
Hoi?ting  Rope        purposes.        The      Standard       }^ 
i    Kope    is    composed    of    6       iH 
I,,.,.      ,,,         ,,               i   strands    of    19    wires,    regu-       j^| 

lar  lay.     The    iron    grade   of       '-4 
this    rope    is    regularly    used   for    elevator    coun-        \ 
terweight   ropes,  while  the  other  grades  have  a 
general    application   to    hoisting  work,   logging, 
dredging  and   skipping,    cable   ways,   conveyors,         % 
etc.     Extra  Flexible  Steel  Hoisting  Rope  is  com-         ^ 
posed  of  8  strands  of  19  wires.     This  rope,  hav 
ing  a  greater  flexibility  than  the  Standard  Rope 

is  better  adapted  for  use  over  the  comparatively      ."n^' 
small   sheaves  and  drums    of    derricks.     Special 

IheaVe-rn^te'c^e  Steel. 

Flexible  Hoisting  Rope  is  composed  of  6  strands        EXTRA  FLEXIBLE  ROPE—  8  STRANDS,  19  WIRES  EACH 
of  37  wires.     It  has  even  greater  flexibility  than 

the    Extra    Flexible     Rope     and     is    particularly        ]^J 
adapted  for  use  on  cranes,  etc. 
Flattened  Strand  Hoisting  Rope  is  composed  of       !!^ 
a   combination  of  different   sized   wires   forming 
a  flattened  strand  of  the  Lang's  lay.    This  type  of 
rope  corresponds  in  flexibility  with  the  Standard         \ 
hoisting   rope    and    presents    a    great    deal    more 
wearing  surface. 
Steel    Clad    Hoisting    Rope    is    made    in    three 

3.19 
2.7 
2.2 
1.8 
1.42 
1.08 
.8 

.45 
.35 
.27 
.2 
.13 
.05 

11.6 
10.2 
8.4 
6.8 
5.2 
4 
3.06 
2.18 
1.74 
1.46 
1.14 
.84 
.55 
.36 

3.75 
3.5 
3.2 
2.83 
2.5 
2.16 
1.83 
1.75 
1.51 
1.33 
1.16 
1 
.83 
.75 

13            14.8 
11            12.8 
9.4          10.4 
7.6           8.6 
5.9          6.6 
4.6          5.2 
3.5          4 
2.5          2.8 
2              2.32 
1.6           1.74 
1.26         1.38 
.93        1.02 
.61           .67 
.40           .45 

16 
13 
11 

9.2 
7.2 
5.6 
4.4 
3 
24 
1.9 

3.1 
\     2.6 
1.9 
1.4 
1.2 
1 

6 

5'A 
4% 

3% 
3 

styles,  each  style  being  constructed  similarly  to      SPECIAL  FLEXIBLE  ROPE—  6  STRANDS,  37  WIRES 
the    Extra    Flexible   Steel,   Special    Flexible,  'and 

EACH 

Extra  Special  Flexible  hoisting  rope,  respectively, 
excepting  that  each  strand  is  enclosed  in  a  casing       2% 
consisting  of  strips  of  steel  wound  spirally  around       f^ 
it.    \Yhere  the  conditions  are  suited  to  its  use  this 
rope  is  capable  of  a  much  more  extended  life  by 
reason  of  this  protection,  often  50  to  150  per  cent.        }^ 
Non-Spinning   Hoisting  Rope   is   composed  of       H< 
an  inner  layer  of  6  strands  of  7  wires  Lang's  la}'         % 
and  an  outer  layer  of  12  strands  of  7  wires  regular 
lav.     Rv  reason  of  this  construction  a  free  load 
on  the  rope  suspended  on  the  end  of  a  single  line         ^ 
of  the  rope  is  prevented  from  rotating. 

11.95 
9.85 
8 
6.3 
5.55 
4.85 
4.15 
3.55 
3 
2.5 
2 
1.5S 
1.2 
.8! 
.6 
.5 

.3 
.2! 

40 
32 
25 
21 
18.8 
17 
14 
12             3.75 
11             3.5 
9              3  20 
7             2.83 
6             2.5 
5             2.16 
3.5          1.83 
2.3           1.75 
1.9          1.5 
1.45        1.33 
1.1           1.16 
.84        1 

47           53 
37            43 
30           35 
23           26 
21.2        23.8 
19           22 
16           18 
14           16 
12           14 
10           11 
8             9 
6.4          7 
5             5 
3.8          4 
25          3 
2.1           2.3 
1.65         1.85 
1.27         1.4 
.93        1 

55 
45 
37 

•a 

23 
19 
17 
14 
11 
9.2 
7.4 
5.8 
4.6 
3.2 
2.5 
1.9 
1.5 
1.06 

> 

AMERICAN   STEEL  &  WIRE  COMPANY 

For  List  of  Offices  See  Opposite  Page. 

819 


HOISTING  ROPE  AND  AERIAL  TRAMWAY  CABLE 


Steel  Clad 


Non-Spinning 


HOISTING    ROPE   DATA 


~ 

til 

Based    on    Factor   of   Safety    5 

fcS 

'ZJ 

> 

"oJ 

•^.S 

rt  i_< 

V 

v  — 

V 

oi 

£  = 

«" 

X   - 

c            -21 

0                    u  «j 

•gS 

M 

'c 

O(t» 

J*           2^ 

rt  ^  t/3 

£ 

•2  ^ 

o, 

B  «* 

U 

«u 

0 

S  o 

<  a 

JLT.  •" 

w 

E 

p. 

STEEL     l  LAD    o     STKAN'O  -19     WIRES 

EACH 

HEMP 

CORE 

254             8  45 
2                  6.7 
Ifi            6.02 
l*i            5.25 
1^            4.62 
\y,            3.95 
1*4            3.3 

8 
7.5 
7 
6.5 
6 
5.5 
5 
4  5 

21.2 

...        19.2 
17.0 

24.6 
22.4 
19.8 
16.6 
14.6 
12.8 
10.6 
8.6 

28 
25 
22 
19 
16 
14 
12 
9.4 

33 
30 
27 
22 
20 
17 
14 
11 

14.4 
12.8 
11.2 

9.4 

7.6 

154            2.12 
1                 1.72 
24             1.3 

4 
3.5 
3 
2  5 

6.0 
4.6 

3.5 

6.80 
5.20 
4.04 
2.80 

7.6 
5.8 
4.6 
3.1 

9 

7 
5.3 
3.8 

'  5 

H                - 

2              1.68 

1.84 

2.0 

2.4 

NON-SPIXNTXr:  — 18    STRANDS, 
HEMP  CORE 


S     7    WIRES    EACH 


144 

5.5 

7 

9.1 

17.1 

20.2 

22.2 

24.04 

7  Q 

14  8 

17  5 

19  2 

1% 

4.9 
4.32 
3.6 

6.5 
6 
5.5 

/  .y 
6.8 
5.6 

10^4 

is!b 

12.4 

16'.  5 
13.7 

18.1 
15.5 

i  v^ 

2  8 

5 

4.6 

8.7 

10.3 

11.3 

12.5 

18 

2.34 
1.73 

4.5 
4 

3.9 
2.9 

7.3 
5.6 

8.6 
6.6 

9.5 
7.2 

10.4 
7.8 

1  44 

3.5 

2.3 

4.5 

5.3 

6.3 

7.0 

T/ 

1.02 

3 

1.7 

3.3 

3.9 

49 

5.4 

ey 

.70 

2.50 

1.1 

2.2 

2.6 

3.1 

3.4 

0 

.57 

2.25 

.97 

1.8 

2.1 

2.5 

I/ 

.42 

2 

.73 

1.3 

1.6 

1.9 

'  2  .  i  '  ' 

ft 

.31 

1.75 

.52 

.98 

1.1 

1.3 

.25 

1.5 

A3 

.78 

.92 

1.1 

1.2 

The  American  Steel  &  Wire 

Track   Cable      j    Company    makes    three   kinds 

for  I   of  cable  for  use  as  track  in 

4erial  Tramway  I  aerial  tramway  systems.    Of 

I   these  the  Locked  Wire  and 

Locked  Coil  Cable  are  simi 
lar  in  that  the  outer  wires  interlock  with  each 
other  forming  a  smooth  surface.  They  differ  in 
the  number  of  wires  composing  them,  the 
Locked  Coil  Cable  having  fewer  and  larger  wires. 
It  possesses  sufficient  flexibility,  however,  to 
allow  shipment  in  5  or  6  ft.  coils.  The  smooth 
coil  cable  is  adapted  for  conditions  requiring 


Locked  Coil  Tramway  Cable. 

lower  priced  equipment.  It  is  composed  simply 
of  a  number  of  comparatively  large  round  wires 
coiled  in  concentric  layers  about  a  wire  core. 

CABLE   FOR  AERIAL  TRAMWAYS 


OB 

"u 

Locked 
Coil    Type 

Locked 
Wire    Type 

Smooth  Coil  Type 

CJ 

Ja_ 

?_ 

£~ 

«  s 

—        C 

1?  rt 

bO  rt 

M       to 

|M 

.S-o  = 

V  0  id 

c 

'•?  £  ** 

c/]  pH 

•^.S 

U 

>•-  o 

*X   B   O 

U  ^    rj 

^•^  o 

V 

-*•,_]  o 

«    H 

£ 

•  u" 

^      c 

•  u^1 

^        C 

•  u.^ 

^13 

£  "^ 

2  1> 

5 

3a 

3a 

Ja 

£     o 

U      iJ 

E  j 

Type  A 


Type  B  Type  H 

ELATTENED    STRAND    HOISTING    ROPE 


254 

15.60 
12.50 

240 
190 

13.1 
10.3 

285.0 
233.0 

335.0 
266.0 

2y& 

10.00 

160 

9.35 

204.0 

240.0 

~> 

7.65 

120 

8.40 

185.0 

218.0 

1  Z-i 

6.60 

103 

7.28 

161.0 

189.0 

1  44 

5.70 

89 

6.59 

145.0 

171.0 

154 

6.30 

103 

4.75 

75 

5.63 

124.0 

146.0 

5.30 

89 

3.80 

62 

4.88 

108.4 

127.5 

1M 

4.40 

75 

3.15 

50 

4.01 

88.8 

105.0 

ij| 

3.20 

62 

2.50 

40 

3.23 

71.8 

84.6 

i1^ 

3.00 

50 

1.88 

30 

2.70 

60.0 

70.7 

2.35 

40 

1.30 

22 

2.20 

49.2 

58.0 

^ 

1.80 

30 

.90 

15.5 

1.69 

37.6 

44.4 

54 

.72 

12.5 

1.24 

27.6 

32.5 

H 

.57 

10 

8.6 

19.2 

22.3 

Crucible  Cast  Steel 

Extra    Strong    Crucible    Steel 

Monitor    Plow    Steel 

Type  A 

Types    B 

and    H 

Type  A 

Types    B    and    H 

Type  A 

Types    B 

and    H 

•B 

•a 

fe      15 

t) 

"O 

S!        "g 

•a 

•a 

o;            u 

ll 

g^ 

£~ 

°<- 

*- 

S  o     .2 

rt 

iD*rt 

V 

|g 

I  °  „-! 

§„_ 

.s's 

a 

bc'rt 

tJ  o     -2 

p 

suJ 

5.1  0 

&H° 

!£  c  ** 

•-  %  |< 

S1"5  c 

5.1  0 

I.M  01 

'38 

•isl< 

s,^  = 

§,     c 

>.E'o 

.2  £  |< 

S.c 

2.EH 

^£ 

E.5H 

?* 

-•§-£' 

Q    r-  f    | 

_^fi 

!1H§ 

* 

^l°£' 

^IH 

.  i. 

|JF 

*a| 

.:  -:      J-i 

u  C 

3  a. 

^  C 
O"* 

is 

•A  O. 

S              c 

U    C 

o  — 

3* 

w  C 

o—  • 

£  «• 

^  '     H 

u  C 

o— 

^  o. 

o1" 

5s- 

iw  .s 

2^4          26.6 

8.00        29.2 

920          854     II    32 

8.00 

35.2 

9.20           8}4 

42 

8.00         46.2 

9.20            12 

2              21.2 

6.30        23.4 

7.25           » 

24.6 

6.30 

27 

7.25           8 

33.2 

6.30         36.6 

7.25            11 

1*4           17.0 

4.85         18.8 

5.60           754 

19.8 

4.85 

21.8 

5.60           754 

26.6 

4.85         29.2 

5.60              9 

1H          14.4 

4.15         15.8 

4.75          654 

16.6 

4.15 

18.2 

4.75           6J4 

22 

4.15 

24.2 

4.75 

854 

I'/,           12.8 

3.55         14.0 

4.00          5*4 

14.6 

3.55 

16 

4.00           5*4 

19.6 

3.55         21.6 

4.00 

8 

m      11.2 

3.00         12.4 

3.45  I       554 

12.8 

3.00 

14 

3.45        sy. 

16.8 

3.00         18.4 

3.45             7X 

154             9.4 

2.45         10.4 

2.80           5 

10.6 

2.45 

11.6 

2.80           5 

13.8 

2.45         15.2 

2.80              7 

15*             7.6 

2.00      '      8.4 

2.30          454 

8.6 

2.00 

9.4 

2.30           4'/, 

11.2 

2.00         12.4 

2.30              6 

1                 6.0 

1.58          6.6 

1.80           4 

6.8 

1.58 

7.4 

1.80           4 

9 

1.58         10.0 

1.80             5 

% 

4.6 

1.20          5.0 

1.38 

3*A 

5.2 

1.20 

5.8 

i.38       zy, 

7 

1.20           7.8 

1.38             454 

n 

3.5 

.89           3.86 

1.00           3 

4.04 

.89 

4.44 

1.00           3 

5.26 

.89           5.8 

1.00             4 

H             2.5 

.62           2.76 

.72           2(4 

2.80 

.62 

3.08 

.72           2J4 

3.8 

.62           4.2 

.72             iy, 

rV             2 

.50          22 

.58           1*4 

2.24 

.50 

2.46 

.58           1*4 

2.9 

.50           3.2 

.58             3 

'A             1.68 

.39           1.86 

.45           1  54 

1.84 

.39 

2.02 

.45           1J4 

2.42    , 

.39           2.7 

.45             2*4 

tBased  on  factor  of  safety  of  5. 

AMERICAN  STEEL  &  WIRE  COMPANY 


For  List  of  Offices  See  Pane  818 
820 


AERIAL  TRAMWAYS 


The  Trenton 
System 


The  American  Steel  &  Wire 
Company  manufactures  two 
standardized  designs  of  aerial 
tramways  and  is  prepared  to 
I , I  (lesion  such  special  equip 
ment  as  may  be  required  to 

meet  unusual  conditions  of  operation  or  location. 
Of  its  two  systems,  the  Trenton  is  the 
principal  one,  thus  far  over  3,000  of  these  systems, 
representing  over  1,800  miles  of  line  and  an  annual 


Trenton    Aerial    Tramway    Transporting    Slate    in 
Mountains. 

capacity  of  about  200  million  tuns,  having  been 
built.  This  is  a  system  comprising  two  stationary 
cables,  one  of  lighter  weight  than  the  other,  from 
which  a  series  of  detachable  buckets  or  other 
carrying  devices  are  suspended  and  along  which 
they  are  moved  in  a  continuous  circuit  by  an  end 
less  and  comparatively  light  weight  traction  rope, 
the  loads  travelling  along  the  heavier  cable  and 
the  empties  returning  by  way  of  the  lighter  one. 

It  is  primarily  a  system  for  long  haul  between 
stations  and  as  such  finds  its  widest  application 
in  mountainous  localities  as  a  means  of  transport 
ing  material  to  and  from  mines,  quarries,  etc. ; 
one  of  these  lines,  the  largest  on  record  and  a 
system  carrying  40  tons  of  ore  hourly,  extending 
a  distance  of  21  miles,  during  which  it  makes  a 
descent  of  11,000  feet  and  spans  distances  in  ex 
cess  of  half  a  mile.  The  system  is  not  limited  to 
this  application  however,  and  is  being  extensively 
used  in  various  parts  of  this  and  foreign  countries 
over  comparatively  level  stretches,  around  indu-- 
trial  sites,  docks,  etc.  As  a  system  of  transporta 
tion  it  is  capable  of  handling  capacities  up  to  20'1 
tons  per  hour  at  an  operating  cost  per  mile  of 
from  2  to  5  cents  "er  ton.  Tt  permits  a  speed  of 
operation  of  from  5  to  6  miles  per  hour  and  ac 
commodates  a  program  of  loading  and  unloading 
the  carriers  at  other  points  than  the  terminals.  Tt 
can  be  operated  around  angles  without  manual 
assistance  and  up  steep  slopes  without  difficultv. 

The  track  cables  used  are  the  Locked  Wire  or 
Locked  Coil  types  as  described  in  the  preceding 
pages.  The  traction  rope  is  a  special  <MX  strand 


wire  rope  with  a  hemp  core.  The  buckets,  when 
buckets  are  used,  may  be  self-dumping  or  both 
self-dumping  and  righting,  the  dumping  in  eithei 
case  being  effected  automatically  by  a  tripping 
bar  attached  to  the  track  cable  or  station  rail 
The  tramway  stations  occur  at  the  terminals  and 
at  breaks  in  the  direction  of  the  line  or  at  othei 

point*   where  it  i< 

desired  to  load  or 

unload   buckets, 

the   carriers   upon 

arriving    at    these 

stations  being  de 
tached  automatic- 

a  1  1  v    fro  in    t  h  e 

cable  and  shunted 

to   overhead   rails, 

after    which    they 

may   be  moved  to 

varn  >us  points,  de 
tached  from  the 

hangers,    or    even 

switched  on  other 

tramway    lines. 

Once     loaded     or 

unloaded,    as     the 

ca-c  may  be,  thcv 

are  again  attached  to  the  traction  rope  for  move 
ment  to  other  points. 

Where  the  length  of  haul  is 
comparatively  short  and  the 
work  of  a  light  nature  it  often 
happens  that  materials  can 
be  handled  satisfactorily  and 
at  less  expense  for  the  initial 
reversible  tramway  svstem 


Self   Di 


Reversible 
Systems 


nstallation    by    a 


\  hereby  one  or  more  buckets  are  carried  on  sep- 
irate  lines  and  propelled  back  and  forth  for  load- 


Trenton  Aerial  Tramway   on   Dock   Haulage  Work. 

ing  and  unloading  by  reversing  the  traction  rope. 
For  such  conditions  the  American  Steel  &  Wire 
Company  manufactures  the  Single  and  the 
Double-Cable  Reversible  Tramways,  the  Double- 
Cable  system  consisting  of  two  cable  tracks  each 
supporting  a  bucket,  the  one  returning  empty 
while  the  other  is  moving  out  loaded.  These  sys 
tems  are  usually  provided  with  self-dumping  buck 
ets  capable  of  carrying  a  ton  each  and  similarly  to 
the  carriers  of  the  Trenton  systems,  may 
be  designed  for  shunting  the  track  cable  at 
station.  With  them  materials  may  occasionalh 
he  handled  np  to  amounts  of  25  tons  per  hour. 


AMERICAN  STEEL  &  WIRE  COMPANY 


For  List  of  Offices  See  Page  818 
821 


LESCHEN  WIRE  ROPE  FOR  MATERIAL  HANDLING 


Standard 
of  Quality 

\\  ire  Rope  is  a 
highly    important 
part    of    all    ma 
terial       handling 
systems  on  which 

it  is  used,  for  the 

actual  working  efficiency  of  the  entire 
equipment  is  no  greater  than  the  effi 
ciency  of  its  wire  rope. 

The    standard     for    every    grade    of 
Leschen    Wire    Rope    is    exceptionally 
high,  and  strength  alone  is  not  the  controlling  factor, 
for  there  are  also  exacting  requirements  as  to  flexibility, 
elasticity  and  toughness. 


Kinds  of 
Material 


Leschen  Wire  Rope  for  ma- 
I  terial  handling  is  furnished  in 
|  the  following  grades:  Hercules 
I  Wire  Rope,  Special  Steel,  Cast 
I  Steel  and  Plow  Steel,  the  par 
ticular  grade  recommended  de 
pending  upon  the  equipment  and  requirements  of  the 
work. 


"Hercules" 

(Keg.    U.    S.    Pat.    (Iff.  I 


This  is  a  rope  of  the  very 
highest  quality  in  material, 
design  and  workmanship.  It  is 
the  best  that  can  be  bought  for 
|  any  price,  and  because  of  its 
durability  and  dependability  it 

is  the  most  economical  for  heavy  work.  It  is  recom 
mended  for  cranes,  cableways,  derricks,  excavators, 
grab  buckets,  mine  hoists,  steam  shovels,  etc.  It  is 
furnished  in  Round  and  Patent  Flattened  Strand  con 
structions.  It  is  always  made  with  one  red  strand, 
which  is  our  guarantee  of  its  high  quality. 


"Special  Steel" 

(Trade    Mark    Registered) 


A  rope  of  but  moderate  cost 
but  it  possesses  high  efficiency 
in  a  wide  variety  of  operating 
conditions.  Its  flexibility  is 

,|   equal  to  that  of  lower  strength 

ropes,    and   its   trust-worthiness 

within  its  working  limit  is  exceptional.     Furnished  in 
Round  and  Patent  Flattened  Strand  constructions. 


Cast  Steel 
Plow  Steel 


Cast  Steel  Rope  is  standard 
for  ordinary  work,  being  of 
moderately  high  tensile  strength 
and  quite  flexible.  Furnished  in 
all  constructions. 

Plow   Steel  Rope   is  of  high 

tensile  strength  and  one  that  is  used  successfully  for 
heavy  work  where  sufficiently  large  drums  and  sheaves 
are  practicable.  Made  in  Round  Strand  Construction 
only. 

Leschen     Wire     Ropes      are 

i   made  in  Round  Strand,  Patent 

Constructions      j    Flattened    Strand,    and   Locked 

|    Coil     Constructions,     as     illus- 

I   trated.       Special     constructions 

can   be   furnished   to  meet   un 
usual  conditions  of  wire  rope  service. 

We  shall  be  glad  to  furnish  catalog  giving  breaking 
strength  and  correct  working  load  for  every  size  of  rope 
in  all  grades  of  our  manufacture. 


Fig.  1.  This  is  the 
standard  Round  Strand 
hoisting  construction. 
Its  use  is  quite  general 
on  conveying  ma 
chinery,  cranes,  cable- 
ways,  derricks,  eleva 
tors,  grab  buckets,  mine 
hoists,  steam  shovels, 
etc. 


Fig.  2.  An  extra  flexible  Round 
Strand  construction  for  use  where 
sheaves  and  drums  are  necessarily 
small.  Especially  recommended  for 
cranes. 


Fig.  3.  A  Patent  Flattened  Strand 
construction,  and  an  ideal  rope  for 
conditions  requiring  unusual  strength 
and  resistance  to  wear.  Highly 
recommended  for  heavy  duty  cranes, 
cableways,  excavators,  mine  hoists, 
steam  shovels,  etc. 


Fig.  4.  Extra  flexible  Patent  Flat 
tened  Strand  construction.  While  its 
use  is  limited,  it  is  a  very  efficient  rope 
on  equipment  to  which  it  is  adapted. 


Fig.  5.  Standard  Round  Strand 
haulage  rope  for  inclines,  and  it  is 
also  used  as  track  and  traction  rope 
on  Aerial  Tramways. 


Fig.  6.  Patent  Flattened  Strand 
haulage  rope.  This  is  a  heavy  duty 
rope  for  haulage  purposes,  because  of 
its  exceptional  ability  to  withstand 
surface  wear.  It  is  also  used  for  track 
rope  on  Aerial  Tramways. 


Fig.  7.  This  Patent  Flattened 
Strand  construction  of  haulage  rope 
is  an  ideal  traction  cable  on  Aerial 
Tramways.  It  is  used  with  remark 
able  success  for  this  class  of  service. 


Fig.  8.  Locked  Wire  Rope  is  an 
ideal  rope  for  main  line  on  cable- 
ways.  Its  smooth  surface  minimizes 
wear  and  friction,  and  reduces  vi 
bration. 


Fig.  9.  Locked  Coil  Cable  is  de 
signed  and  recommended  for  track 
rope  on  Aerial  Tramways.  It  offers 
the  same  advantage  for  this  service  as 
Locked  Wire  Rope  for  cableways. 


A.  LESCHEN  &  SONS  ROPE  CO 

LOUIS—NEW  YORK— CHICAGO— DENVER— SAN  FRANCISCO 

822 


Fig.    1 


Fig.   2 


Fig.   3 


Fig.   4 


Fig.   5 


Fig.    6 


Fig.   7 


Fig.    8 


Fig.    9 


LESCHEN  AERIAL  WIRE  ROPE  TRAMWAYS 


Application 

and 
Advantages 


Leschen  Aerial 
Wire  Rope  Tram 
ways  are  the  practi 
cal  and  economical 
J  solution  of  many 
transportation  prob 
lems.  Today  they  are  being  used  success 
fully  in  various  parts  of  the  world  for 
transporting  apples,  ashes,  bananas,  cement 
rock,  coal,  lumber,  ore,  stone,  supplies, 
waste  from  mines  and  mills,  and  other 
materials. 

As  they  take  the  "air  route,"  they  are  not  affected  by 
weather  conditions;  surface  irregularities  do  not  in 
crease  cost  of  installation  or  operation;  both  mainte 
nance  and  operating  costs  are  low,  and  their  efficiency 
is  high. 


The  Leschen  Two-Bucket  or  Oscillating 
system,  sometimes  called  Jig-back,  is  used 
extensively  for  short  lines.  Although 
sometimes  built  as  a  power  driven  tram- 
wax-,  its  more  general  use  is  where  gravity 
operation  is  possible.  The  Leschen  Single 
Span  Gravity  Two-Bucket  Tramway,  as 
developed  for  coal  handling  in  the  moun 
tain  regions  of  Pennsylvania,  \Yest  Virginia 
and  Kentucky,  is  a  really  remarkable  ma 
chine,  being  so  simple  in  design  and  so 
sturdy  in  construction  that  its  operation  is 
a  real  pleasure.  The  cost  of  handling  coal  with  one  of 


In  order  to  correctly  meet  all 
conditions  of  aerial  transporta- 
Systems  tion,     Leschen    Tramways    are 

designed  and  furnished  in  va 
rious  systems.  The  following 
are  the  most  commonly  used: 

The  Leschen  Heavy  Duty  Friction  Grip  system  is 
designed  particularly  for  long  distances  and  heavy 
capacities,  yet  its  economical  use  is  not  limited  by  these 
conditions.  From  five  tons  per  hour  to  several  hundred 
tons,  and  from  a  few  hundred  feet  to  many  miles  are  all 
within  its  range  as  to  ca 
pacity  and  length.  Hun 
dreds  of  tram  w  ays 
equipped  with  this  screw 
type  friction  grip  are  in 
use,  some  under  the  most 
severe  conditions  of  load 
ing,  grades,  etc.  Its  su 
perior  in  this  field  is  yet 
to  be  found. 

The  Leschen  Automatic 
system,  as  its  name  im 
plies,  is  automatically 
loaded  and  discharged. 
The  main  feature  here  is 
a  saving  in  labor,  as  but 
one  man  is  required.  Its 


capacity  is  limited  and 
the  terminal  bins  must  be 
located  parallel  to  the 
tramway  line. 


Leschen  Single  Span  Heavy 
handling    coal 


ll.milliii;.'  gold  and  silver  ore  in  the  mountains  of  California 
with  a  Leschen  Heavy  Duty  Friction  Grip  Tramway. 


these  tramways  is  exceed 
ingly  small.  For  example, 
with  a  span  of  about 
1,000  feet,  a  thousand 
tons  of  coal  per  day  can  be 
transferred  at  a  cost  for 
operation  and  mainte 
nance  of  between  one  and 
two  cents  per  ton. 

A  highly  important  fac 
tor  in  the  successful  oper 
ation  of  an  Aerial  Tram 
way  is  the  wire  rope  with 
w  h  i  c  h  it  is  equipped. 
Leschen  Wire  Ropes  for 
such  service  are  illustrated 
and  described  on  opposite 
page.  There  is  a  Leschen 
rope  for  every  tramway 
requirement. 


Capacity  Two-Bucket  Tramwav 
in   West   Virginia. 


Preliminary 
Estimate 


Leschen    Automatic    Tramway     disposing    of    waste     at    an 
asbestos  mine  in  Canada. 


Our  Engineering  Department 
will  be  glad  to  advise  with  you 
as  to  the  practicability  of  an 
Aerial  Tramway  for  your  par 
ticular  work  and  to  submit  an 
estimate  to  you,  if  you  will  fur 
nish  us  information  as  suggested  below: 

1.  Give  length  of  tramway  in  straight  line.  If 
horizontal  curves  cannot  be  avoided,  give  angle  of  each 
curve.  2.  Give  difference  in  elevation  between  terminal 
points,  and  state  which  .terminal  is  at  higher  eleva 
tion.  If  possible,  send  rough  sketch  showing  profile 
of  ground.  3.  State  material  to  be  handled  and  give  its 
weight  per  cubic  foot  in  the  form  to  be  carried  over 
tramway.  4.  State  how  many  tons  (2,000  Ibs.)  you 
wish  to  transport  per  hour.  5.  A  profile  made  from  an 
accurate  survey  is  required  if  final  price  is  wanted. 


A.  LESCHEN  &  SONS  ROPE  CO. 

ST.  LOUIS — NEW  YORK — CHICAGO — DENVER — SAN  FRANCISCO 


HARRINGTON    ROCKING    CABLEWAY 


A-  ROCKING  ANCHOR 

B  -  BUCKET  HOIST 

C  •  MOTORS 

0-  BUCKET  HOIST  ROPES 

E  •  ROCKING  HOIST 

F- ROCKING  HOIST  MOTOR  SEARED  TO  DRUM 

6-  ROCKING  ROPES 

H  •  MAIN  CUY 

I  -MAIN  GUY  ANCHOR 


The    Harrington 
Rocking 
Cableway 


The  Harrington  Rocking 
Cableway  is  an  improved  cable- 
way  for  giving  crane  service 
over  storage  yards.  It  consists 
of  a  balanced  rocking  cableway 
in  which  the  supporting  towers 
rock  in  unison  through  120°.  It  combine?  crane  service 
with  cableway  speed  in  storage  yards. 

This  cableway  is  built  on  sound  scientific  principles 
that  have  been  proven  through  years  of  practical  experi 
ence.  It  reclaims  all  it  can  pile  without  the  need  of 
retaining  walls  and  requires  no  supports,  trestles,  or 
other  obstructions  in  storage  space. 


Universal 
Application 


The  Harrington  Rocking 
Cableway  will  carry  any  kind 
of  bulk  material  handled  by 
grab  bucket,  or,  materials  that 
can  be  lifted  by  a  crane  hook 
or  in  a  packet.  It  will  cover  an 

area  of  any  length  up  to  500  feet,  and  widths  as  high 
as  100  feet.  Or  the  cableways  can  be  arranged  with 
one  rocking  tower  serving  a  fan  shaped  area. 

It  is  particularly  applicable  to  blast  furnace  yards, 
coal  storage,  crushed  rock  storage,  storage  for  cement 
mills,  lumber  yards,  structural  steel  storage,  foundry 
yards,  in  fact  wherever  materials  are  stored  in  selective 
piles,  or  moved  to  and  from  cars,  pockets,  mills  or 
storage  yards. 


One   Man 
Operation 


The  Harrington  System  can 
be  operated  either  by  steam  or 
electricity  and  requires  only  one 
operator.  It  has  been  the  aim 
of  the  designers  of  this  system 
to  eliminate  the  handling  of 

material  to  the  conveyor  or  car  by  providing  for  a  high 
longitudinal  speed  along  the  pile,  making  it  possible  to 
travel  a  considerable  distance  from  the  plant,  pick  up 
a  load  and  convey  it  rapidly  to  the  plant  or  vice  versa. 
This  has  been  accomplished  by  adopting  the  cableway 
principle,  furnishing  a  very  high  longitudinal  speed 
with  light  weight  of  operating  parts.  The  lateral  mo 
tion  is  provided  by  means  of  a  rocking  motion  given 
to  the  terminal  towers.  The  entire  arrangement  is  so 
simple  that  the  towers  are  rocked  in  unison  and  the 
main  track  cable  transferred  laterallv  by  one  man. 


Power  House 
Installation 


The  illustration  above  shows 
the  installation  of  this  Rocking 
Cableway  for  a  powerhouse 
coaling  problem.  Note  the  area 
of  the  storage  pile,  all  of  which 
can  lie  piled,  and  reclaimed,  and 
delivered,  direct  to  the  crusher  by  this  machine.  It 
guarantees  the  prompt  unloading  of  cars  and  conse 
quent  lack  of  demurrage  and  provides  for  the  disposal 
of  ashes. 


RAILWAY  AND  INDUSTRIAL  ENGINEERING  CO. 

GREENSBURG.    PA. 
824 


ROTARY  CAR-DUMPER 


Although    the    Rotary    Car- 
Dumper  is  capable  of  handling 
Application  400  cars  per  day,   it  has  been 

developed   to  a   point   where  it 

| , , „,„ „, ,ln    offers  a  paying   investment  for 

handling  as  few  as  4  cars  per 
day,  for  the  following  reasons: 

1.  Can  be  operated  by  one  unskilled  laborer. 

2.  Power  requirements,  one  Kilowatt-hour  per  car. 

3.  Maintenance  negligible. 

4.  Initial  cost  low — approximately  that  of  one  good 
locomotive  crane. 

Since  the  Rotary  Car-Dumper  unloads  standard  rail 
road  cars  rapidly  and  economically  in  the  simplest 
manner  possible — turning  the  car  upside  down — it 
offers  a  profitable  solution  of  the  car  unloading  prob 
lems  in  almost  every  type  of  plant. 


Upright  Position — Receives  and  Clamps  Any   Size  Car. 

In  the  small  plant,  where  the  usual  procedure  is  to 
dump  the  material  from  hopper  cars  into  track  hoppers, 
it  eliminates  the  serious  problem  of  securing  the  de 
livery  of  the  material  in  hopper  cars  and  also  eliminates 
the  excessive  labor  cost  of  thoroughly  cleaning  even  the 
hopper  cars.  Where  the  unloading  capacity  of  a  plant 
is  relatively  small  a  heavy  demurrage  charge  may  often 
result  when  the  supply  of  railroad  cars  is  irregular. 

In  the  larger  plants,  the  Rotary  Car-Dumper  is  not 
only  adapted  for  unloading  railroad  cars  to  track 
hoppers  which  are  served  by  feeders,  but  is  also  very 
suitable  for  unloading  cars  at  any  storage  plant  where 
material  is  stored  in  stock  piles.  Where  cranes  are 
used  to  place  the  material  in  the  stock  piles,  the  Rotary 
Car-Dumper  can  unload  the  cars  rapidly  into  a  large 
pit,  which  is  always  kept  full,  making  it  possible  for  the 
crane  to  readily  secure  the  maximum  load  in  each 
bucket.  Such  an  arrangement  will  more  than  double 
the  capacity  of  the  crane  storage  system. 

Material  can  also  be  put  into  stock  piles  from  a 
Rotary  Car-Dumper  in  a  very  simple  and  economical 
manner  by  means  of  a  conveyor  system  which  takes  the 
material  from  the  pit  and  delivers  it  to  storage  over  a 
traveling  tripper. 

In  cement  mills,  the  Rotary  Car-Dumper  can  unload 
railroad  cars  directly  into  the  crushers. 

The  Rotary  Car-Dumper  reduces  the  cost  of  unload 
ing  railroad  cars  by 

Reducing  Labor  Charges, 
Reducing  Demurrage  Charges, 


Reducing  Car  Injury  Expense, 

Eliminating  the  Difficulties  of  Unloading  Flat- 
bottom  Cars  and  the  labor  expense  of  thoroughly  clean 
ing  Hopper-bottom  Cars. 


The  ease  of  operation  and 
I  maintenance  of  the  Rotary  Car- 
Simplicity  Dumper  is  made  possible  by  the 
I  simplicity  of  design  which  in- 
, I  eludes  no  elaborate  or  compli 
cated  machinery.  There  are  no 
gears,  clutches  nor  elaborate  electrical  control — in  fact, 
no  costly  or  expensive  mechanism. 

The  large  rotating  cage  is  supported  on  four  heavy 
trunnion  wheels  and  is  rotated  by  means  of  hydraulic 
cylinders  or  by  an  electric  hoist.  The  railroad  cars  are 
engaged  and  held  in  the  Rotary  Car-Dumper  auto 
matically  and  in  such  a  manner  that  it  is  impossible 
to  injure  the  cars. 

The  Rotary  Car-Dumper  turns  each  car  upside  down 
and  insures  the  perfect  cleaning  of  each  car  that  is 
delivered  to  your  plant. 


Completely   Overturns   Car,   Assuring   Perfect    Discharge   of 
Contents. 


f 


Economy 


The  low  cost  and  low  power 
requirements  of  the  Rotary  Car- 
Dumper  for  Standard  Gauge 
Railroad  Cars  makes  it  avail 
able  for  the  smallest  as  well  as 
the  largest  plants.  One  man 

can  control  the  cars  and  unload  them  in  the  Rotary  Car- 
Dumper  at  the  rate  of  ten  cars  per  hour,  and  with  an 
extra  man  to  drop  in  the  cars,  a  capacity  of  twenty  cars 
per  hour  can  be  obtained.  The  maximum  capacity  of 
the  equipment  is  approximately  forty  cars  per  hour  and 
requires  the  services  of  three  or  four  men. 

The  gross  cost  of  unloading  ten  cars  per  hour,  ten 
hours  per  day  including  interest,  depreciation,  repairs, 
supplies,  power  and  labor  is  less  than  V4  of  a  cent  per 
ton. 


Other 
Products 


The  Car-Dumper  &  Equip 
ment  Co.  also  manufactures 
Rotary  Car-Dumpers  for  min 
ing,  stripping  and  industrial 
cars,  G  r  a  v  i  t  y,  Electric  and 
Pneumatic  Drive,  "Solidcar" 

Self-Dumping  Cages,  Car  Control  and  Caging  Equip 
ment,  and  Hydraulic  Trip  Controls. 


CAR-DUMPER  &  EQUIPMENT  CO. 

GRAND  CROSSING,  CHICAGO.  ILL. 
825 


CONVEYING  AND  ELEVATING  MACHINERY— SKIP  HOISTS— LARRIES 


Bartlett  &  Snow 
Experience 


Organized    in    1884,   Bartlett 
and   Snow   have   been   building 
mechanical  carrying  equipment 
—r  -  -  conveyors,     elevators,     skip 

hoists,    larries — for    37     years. 
During   this  time  a  great   deal 

of  knowledge  and  experience  has  been  gained  which  is 
built  into  the  equipment  and  which  forms  the  basis  of 
every  suggestion  offered  by  Bartlett  and  Snow  engineers. 
Although  Bartlett  and  Snow  build  nearly  every 
known  type  of  conveyor  and  elevator,  the}'  have  devoted 
most  of  their  efforts  to  the  construction  of  equipment 
for  conditions  which  are  unusual  or  exacting.  When 
such  conditions  present  themselves  Bartlett  and  Snow 
can  offer  particularly  valuable  suggestions. 

Cooperation  is  the  essential  work  of  the  men  in  this 
organization.  They  will  be  glad  to  have  requirements 
put  up  to  them  and  will  take  pleasure  in  investigating 
the  conditions  thoroughly  and  offering  specific  sugges 
tions  which  are  backed  up  by  their  many  years  of  ex 
perience.  By  putting  your  mechanical  carrying  require 
ments  up  to  Bartlett  and  Snow  equipment,  you  insure 
minimum  operating  costs  and  dependable  operation. 

Inquiries  are  invited  from  those  who  have  require 
ments  involving  the  handling  and  preparation  of  sand 
in  foundries,  the  handling  of  coal  and  ashes  in  power 
plants,  the  handling  of  ores  and  coal  at  mines  and 
preparation  plants,  and  the  handling  of  machines  and 
articles  in  industrial  plants. 


Belt  Conveyor  Carrying  Coal.     Belt  Conveyor  Carrying  Sand. 


j. 


Three  Standard  Types  of  Bucket  Elevators. 


Double  Beaded  Apron  Conveyor. 


Wood  Apron  Conveyor  for  Boxes,  Packages,  Castings,  Etc. 


Bartlett  &  Snow 
Skip   Hoists 


Bartlett  and  Snow  Semi-Auto 
matic  Skip  Hoists  are  started  by- 
pushing  a  button.  Once  started, 
the  bucket  rises  to  the  dumping 
position,  stops  long  enough  to 
dump  and  then  automatically 
returns  to  the  bottom  and  comes  to  rest  ready  for  the 
next  load. 

Bartlett  and  Snow  Fully-Automatic  Skip  Hoists  op 
erate  in  a  similar  cycle,  but  it  is  not  necessary  to  start 
them.  They  start  automatically  as  soon  as  there  is 
sufficient  material  to  load  the  bucket,  operate  contin 
uously  as  long  as  there  is  material  to  lift,  and  then 
automatically  stop.  They  require  absolutely  no  human 
aid.  Power  plants,  steel  mills,  mines,  chemical  plants, 
and  other  industrial  works  can  use  Bartlett  and  Snow 
Skip  Hoists  to  good  advantage. 


Ash  Skip  Hoist. 


Skip    Hoist    Engine. 


THE  C.  O.  BARTLETT  &  SNOW  CO. 

CLEVELAND,    OHIO. 
826 


OTIS  AUTOMATIC  SKIP  HOISTS 


Otis 

Automatic 
Skip  Hoists 


The  Otis  Automatic  Push 
Button  Skip  Hoist  meets  a 
growing  demand  for  high  grade 
c.«.ip  ^u.atB  I  reliable  apparatus  for  raising 

I , t u : t i {  various  material  in  bulk,  such 

as  coal,  ashes,  etc.,  and  auto 
matically  delivering  them  at  a  higher  level. 

To  meet  the  exacting  requirements  of  such  apparatus, 
standard  hoisting  machines,  which  have  been  developed 
and  refined  for  elevator  service  and  thoroughly  stand 
ardized,  are  used.  The  control  system  is  nearly  identi 
cal  with  that  used  on  certain  classes  of  regular  freight 
and  passenger  elevator  installations. 

Since  standard  elevator  apparatus  is  used  and  be 
cause  of  the  fact  that  Otis  Service  offices  are  located  in 
all  important  cities  and  towns,  it  is  always  possible  to 
secure  promptly  any  renewal  parts  which  may  be 
required. 

Otis  Automatic  Skip  Hoists  are  made  to  run  verti 
cally  or  at  any  desired  angle  and  may  be  divided  into 
two  classes,  single  skips  and  double  skips. 

Both  vertical  and  incline  hoists  may  be  equipped 
with  a  single  hoisting  bucket,  which  may  or  may  not 
require  a  counterweight,  or,  in  the  case  of  double  skips 
with  two  buckets  running  on  separate  tracks,  in  balance. 


Operation 


The  usual  operation  is  by 
means  of  three  push  buttons 
marked  "Up,"  "Down"  and 
"Stop."  These  are  mounted  in 
a  box  as  illustrated,  and  can  be 
located  wherever  most  con 
venient.  When  the  bucket  has  received  its  load  the 
attendant  presses  the  "Up"  button  which  causes  the 
machine  to  start,  and  from  this  point  the  operation  is 
entirely  automatic.  The  machine  accelerates  to  full 
speed,  the  bucket  rises  to  the  upper  level,  and  at  the 
proper  point  the  machine  slows  down  and  the  bucket 
travels  into  the  dumping  position,  where  it  stops  and 
automatically  remains  for  a  pre-determined  interval 
which  is  sufficient  to  allow  the  material  to  be  entirely 
discharged  from  the  bucket.  With  the  single  skip  the 
machine  then  automatically  starts  in  the  "down"'  direc 
tion  and  continues  in  operation  until  the  bucket  reaches 
the  lower  level  and  automatically  stops  in  the  loading 
position.  In  the  case  of  the  double  skip  hoist,  when 
th  ascending  bucket  reaches  the  dumping  posi- 


tion  the  machine  remains 
stationary  until  it  is  again 
started  by  the  operator,  he 
having  in  the  meantime 
attended  to  the  loading  of 
the  other  bucket.  A  pres 
sure  of  the  "Stop"  button 
at  any  time  during  the 
travel  of  the  bucket  will 
cause  the  machine  to  come 
to  rest. 

The  Otis  Automatic 
Skip  Hoists  employing 
standard  elevator  appara 
tus  as  described  are  used 
in  manufacturing  plants 
for  handling  material  in 

bulk;  in  coal  and  coke  plants,  gas,  electric  light  and 
power  stations,  for  handling  coal,  ashes  and  similar 
material. 


Push    Button    Box    show 
ing  Up,  Down,  and   Slop 
Control  Buttons. 


Otis  Automatic 
Skip  Hoists  for 
Blast  Furnaces 


Otis  Skip  Hoists  for  heavier 
duties  than  those  which  employ 
standard  elevator  machines  are 
those  used  for  blast  furnace 
skips,  large  incline  railways  and 
other  installations  where  heavy 

duty  hoists  with  automatic  control  are  required.  The 
machine  used  is  of  the  Herringbone  Gear  type.  An 
illustration  of  the  direct  current  machine  is  shown  here 
with.  This  machine  is  also  made  to  operate  with  alter 
nating  current. 


Commercial 
Incline     Railways 


Otis  Commercial  Incline 
Railways  are  used  in  handling 
materials  such  as  stone  in 
quarries  or  cement  plants  to  be 
j  dumped  into  crushers  or  cars; 
the  hoisting  of  ore,  coke  and 

limestone  in  blast  furnaces,  roasting  furnaces  or  coke 
plants;  and  for  transferring  baggage  and  freight;  also 
in  manufacturing  plant?  for  carrying  heavy  loads  from 
one  level  to  another.  Standard  elevator  machines  are 
used  for  inclines  where  the  duties  are  within  their 
capacities.  For  duties  beyond  the  capacity  of  the 
standard  elevator  apparatus  the  larger  types  of  ma 
chines  above  described  are  used. 


Otis  Direct  Current  Herringbone  Gear  Type  Hoisting  Machine;  Gear  Case  cut  away  to  show  Herringbone  Gears. 


OTIS  ELEVATOR  COMPANY 

For  List  of  Offices,  See  Page  750 

827 


MEAD-MORRISON  COAL,  ORE  AND  ASH  HANDLING  MACHINERY 


10-Ton  Coal  Unloader  and  Bridge  and  11-Ton  Ore  Bridge. 


Mead-Morrison 

Aims  and 

Service 


The  products  of  the 
Mead-Morrison  Man 
ufacturing  Co.  com 
prise  two  distinct  lines 
of  machinery,  contrac 
tors'  machinery  and  coal,  ash 
and  ore  handling  machinery. 

These  two  lines  of  machinery  have  been  brought  to 
their  present  high  degree  of  perfection  by  improvements 
made  from  time  to  time  when  found  desirable,  and  by 
sparing  no  expense  in  construction  to  reduce  the  lia 
bility  of  break-down  and  increase  the  efficiency  and 
durability. 

It  has  always  been  the  endeavor  of  the  company  to 
give  the  requirements  and  interests  of  its  customers'  the 
most  careful  and  conscientious  study,  in  order  that  it 
may  be  in  a  position  to  supply  them  with  machinery 


McCaslin    Overlapping    Pivoted    Bucket    Conveyor. 

which  will  prove  most  economical,  reliable  and 

satisfactory. 

The     Mead-Morrison     Manufacturing     Co. 

maintains    an    engineering    department    whose 

services  are  at  the  disposal  of  any  one  with 
hoisting  or  handling  problems  for  coal,  ashes,  ore  or 
like  materials. 

A  written  request  to  the  nearest  district  office  will 
bring  one  of  the  engineers  from  this  department  to 
discuss  the  problem  and  offer  solution. 

The  illustrations  on  this  page 
showing  the  ore  bridge,  tower, 
conveyor  and  car  dumper  will 
give  the  reader  some  idea  of  the 
variety  of  the  coal  and  ore 
handling  machinery  manufac- 


Coal   and   Ore 

Handling 

Machinery 

tured  by  the  company. 


Electrically    Operated    Tower    Unloading    Bulk    Material. 


Electrically   Operated    Car    Dumper. 


MEAD-MORRISON    MFG.    CO.,    EAST   BOSTON,    MASS. 

828 


MEAD-MORRISON  HOISTING  ENGINES  AND  GRAB  BUCKETS 


Throe-Drum   "Standard"   Hoisting   Engine. 


Steam  and 
Electric  Hoists 


Mead-Morrison  steam  and 
electric  hoists  follow .  the  same 
general  design,  the  chief  dif 
ference  being  that  in  the  former 
the  frame  is  extended  to 
properly  support  the  boiler  and 

cylinders,  while  in  the  latter  the  extension  is  such  that 
the  motor,  controller  and  resistance  are  similarly 
mounted. 


Three-Drum    Electric    Hoist    with    AutnniHti 
Boom   Drum. 


Brake    on 


Grab  Buckets 
of  All  Sizes 


Mead-Morrison  grab  buckets 
are  of  superior  design  and  sub 
stantial  construction.  T  h  e  y 
differ  in  design,  shape  and  ar 
rangement,  depending  on  the 
particular  duty,  but  all  are  of 

improved  and  patented  construction.     In  size  they  range 

from  2  cu.  ft.  to  17^  tons  capacity. 

With  this  variety  in  details  and  wide  range  of  size 

the   Mead-Morrison    Co.    is   in   a    position    to   fill   the 

bucket  needs  of  any  purchaser. 

•  mt 


6-Ton  Type  "C"  Grab  Bucket. 


Electric  Car   Puller. 


Mead-Morrison 
Products 


The  following  list  of  products 
manufactured  and  sold  by  the 
Mead-Morrison  Manufacturing 
Co.  will  picture  to  the  reader  the 
wide  range  of  material  handling 
machinerv  which  thev  make. 


COAL,  ORE  AND  ASH  HANDLING 
MACHINERY 


Towers 

Car  Dumpers 

Bridges 

Mast  and  Gaff-Rigs 

Convevors 


Crushers 

Coal  Screening  Plants 

Cable  Railways 

Automatic  Railways 

Transporters 


STEAM,  ELECTRIC  AND  GASOLINE  HOISTS 


Contractors'  Hoists 
Mine  Hoists 
Derrick  Swingers 


Pile  Driving  Hoists 
OiK'.rry   Hoists 
Slack      Line      Cableway 
Hoists 


GRAB    WCKETS    (CLAM    SHELL    AND 
ORANGE    PEEL) 

Eor  excavating   and   for   handling   coal.   ore.   sand, 
broken  stone,  gravel,  etc. 

MARINE    EQUIPMENT    (ELECTRIC    AND 
STEAM) 


Cargo  Unloading 

\\  inches 

Trawler  Winches 
Anchor  Windlasses 


Capstans  ( Horizontal 
and  Vertical) 

Steering  Gears  (follow- 
up  and  non  follow-up) 


MOTOR    TRUCK    WINCHES 

Capstan  Winches  Friction  Drum  Winches 


LIST  OF  DISTRICT  OFFICES 

New  York — Singer  Building 

Montreal— 265  Beaver  Hall  Hill 

Chicago — 53   West   Jackson   Boulevard 


MEAD-MORRISON    MFG.    CO.,    EAST   BOSTON,    MASS. 

829 


HUNT  SKIP  HOISTS  AND  PIVOTED  BUCKET  CONVEYORS 


General 


The  C.  W.  Hunt  Company, 
Inc.,  West  New  Brighton,  N.  Y., 
is  a  manufacturer  of  industrial 
railways  and  coal  handling 
machinery.  Its  line  of  products 
includes  Industrial  Railway 

Tracks,  Switches',  Motor  Operated  and  Push  Cars, 
Scales,  Electric  Mine  and  Industrial  Locomotives,  Au 
tomatic  Railways,  Cable  Railways,  Conveyors,  Coal 
Crackers,  Skip  Hoists,  Bin  and  Hopper  Gates,  Weigh 
ing  Larries,  Coal  Tubs,  "Stevedore"  Manila  Trans 
mission  and  Hoisting  Rope,  Transmission  Rope 
Couplings  and  Drilling  Cable. 


Use   and 
Economy  of 
Skip  Hoists 


Where  material  is  to  be  ele 
vated,  a  skip,  in  most  cases,  is 
the  ideal  unit.  It  is  simple  and 
rugged  in  design.  Its  operation 
is  most  economical,  as  power  is 
only  used  when  the  material  is 

being  hoisted.  The  upkeep  is  minimum,  as  practically 
the  only  part  subject  to  destructive  wear  is  the  wire 
hoisting  rope.  A  single  unit,  the  bucket  is  the  carrier 
and  keeps  the  abrasive  action  of  the  material  on  the 
machine,  and  breakage  of  the  material  by  the  machine 
at  a  minimum. 


Head  Frame  and  Loading  Chute  of  Hunt  Skip  Hoist. 


Hunt 

Standard 

Skip    Hoist 


The  Hunt  Standard  Skip 
Hoist  consists  essentially  of  the 
load-carrying  bucket,  the  wire 
hoisting  rope,  the  head  and 
leading  sheaves,  the  electric 
single  drum  hoisting  engine 

with  motor,  the  traveling  cam  control,  the  electrically 
operated  brake,  the  bucket  guides,  the  loading  pit 
valve  or  the  loading  chute,  the  control  panel,  and  the 
push  button  station  for  operating  the  machine. 

The  single  bucket  skip  is  counterweighted  and  the 
guides  constructed  for  properly  guiding  the  counter 
weight  and  bucket.  Electric  skips  with  drum  type 
controller  and  steam  hoist,  friction  operated,  skips  of 
high  speed  can  be  furnished  if  desired.  These  two 
types  require  experienced  operators  and  much  more 
power.  Unless  warranted  by  exceptional  conditions, 
they  are  seldom  used. 


The  operator  fills  the  bucket  by  dumping  the  car 
load  into  the  deflecting  chute  or  if  a  receiving  hopper 
is  used,  by  opening  the  pit  valve.  Either  one  of  these 
operations  insures  a  loaded  bucket.  The  time  required 
for  loading  the  bucket  varies  from  five  to  twelve  sec 
onds  under  normal  conditions,  depending  on  the  size 
of  bucket  and  the  material  handled.  To  operate,  a  but 
ton  is  pushed  which  releases  the  brake  and  starts  the 
hoist,  which  then  automatically  accelerates,  hoists  at 
speed,  decelerates,  stops,  bucket  discharging,  reverses, 
accelerates,  lowers  at  speed,  decelerates  and  stops.  The 
bucket  is  again  loaded  and  the  cycle  repeated. 


Hunt   Pivoted 

Bucket 
Conveyor 


In  designing  or  operating  a 
power    house     the    advantages 
and    savings    possible    with    a 
properly  arranged  coal  and  ash 
handling  plant  are  obvious.  The 
most   economical  way  of  oper 
ating  this  branch  of  work  is  by  means  of  a  continuous 
pivoted  bucket  conveyor. 

The  Hunt  pivoted  bucket  conveyor  consists  essen 
tially  of  a  number  of  buckets  so  pivoted  that  they 
always  maintain  an  upright  position,  no  matter  in  what 
direction  the  conveyor  is  traveling.  The  buckets  are 
driven  by  chains  supported  on  automatically  lubricated 
wheels  running  on  T  rails.  The  chain  is  driven  by 
pawls  which  provide  smooth  operation  even  should  the 
pitch  of  the  chain  vary.  The  buckets  are  filled  by  a 
special  filler  which  prevents  overloading  and  spilling 
of  material. 


Pivoted   Bucket   in   Operation. 


Dumping 
Attachment 


The    buckets    of    the    Hunt 
Conveyor    are    made    of    open- 
hearth  steel,  malleable,  or  cast 
iron.     A   dumping  cam   is   lo 
cated  on  each  side  of  the  bucket. 
It  is  so  designed  that  it  will  en 
gage  the  dumper  without  shock   and  tilt  the  bucket, 
emptying  all  the  material  by  gravity. 

The  dumping  device  consists  of  a  bracket,  which  can 
be  affixed  to  the  rail  at  any  point.  This  bracket  sup 
ports  a  shaft  to  which  is  attached  a  hand  lever,  and  a 
cam,  at  each  end.  When  the  hand  lever  is  thrown 
forward  the  tripper  cams  engage  those  of  the  bucket, 
tipping  each  bucket  as  it  passes  the  discharge  point. 
The  dumping  cams  bear  on  the  axle,  relieving  the 
strain  on  the  buckets  and  increasing  their  durability. 


C.  W.  HUNT  COMPANY,  INC. 

WEST  NEW  BRIGHTON.  N.  Y. 

830 


HUNT  INDUSTRIAL  AND  AUTOMATIC  RAILWAYS 


The  Hunt  Industrial  Railway 
is  constructed  for  every  industry 
and  service  where  the  reliable 
movement  of  material  is  essen 
tial.  With  cars  operated  by 
electric  storage  battery,  trolley, 

or  third  rail  locomotives,  the  loads  that  can  be  carried 
are  limited  only  by  the  strength  of  the  cars  and  track. 


Hunt 

Industrial 
Railways 


Tracks 
and  Cars 


The    standard    gauge    of    the 
tracks  is  2\l/2  inches  measured 
from  outside  to  outside  of  rail 
heads,  loaded  cars  of  standard 
width  require  a  passage  of  only 
4  ft.  clearance.    The  track  sec 
tions,  switches,  frogs,  cross-overs,  etc.,  are  shipped  in 
units  assembled  with  the  ties,  and   all  ready  to  lay. 
An  extremely  important  feature  of  the  Hunt  Indus 
trial  Railway  is  the  ability  of  the  cars  to  run  around 
curves  of  very  short  radius.    A  standard  four-wheel  car 
runs  around  a  curve  of  12  ft.  radius  with  ease. 


Hunt  Flexible  Wheel   Base  on   Curve. 

The  action  of  the  axles  and  wheel  flanges  on  Hunt 
cars  in  rounding  curves  is  illustrated  above.  As  the 
car  on  a  straight  track  approaches  the  curve,  the  wheel 
B  runs  on  its  flange  on  the  special  outer  curve  rail  A 
and  the  wheel  C  runs  on  its  tread  on  the  inner  rail  D. 
Thus  as  the  axle  assumes  a  radial  position  there  is  no 
slipping  on  the  rails  and  no  sliding  friction. 


Locomotives 


The  Hunt  Storage  Battery 
Locomotive  is  well  equipped  to 
haul  several  cars  in  a  train.  In 
case  it  is  desired  to  equip  one 
car  with  power,  this,  too,  can 
be  done,  enabling  the  car  to 
travel  under  its  own  power. 


View  of  Thirteen  Hunt  Automatic  Railways  in  Loco 
motive    Coal    Storage    Yard. 


Hunt 

Automatic 
Railway 


The  Hunt  Automatic  Railway 
was  designed  primarily  for 
transporting  bulk  materials 
from  railroad  cars  and  vessels 
to  storage  bins  where  the  run 
does  not  exceed  600  feet. 


Coal  Hoisting  Towers. 


Inclined 

Boom  Hoisting 
Tower 


The  Hunt  Towers  are  espe 
cially  adapted  for  the  rapid  un 
loading  of  vessels.  Furnished 
steam  or  electrically  operated, 
one-man  control;  with  hoisting 
capacity  of  from  100  to  300 
tons  per  hour.  Tubs  can  be  used  as  well  as  grab 
buckets  with  this  type  of  tower,  the  change  being  made 
in  a  few  minutes. 


Hunt  Bin 

and  Hopper 

Gates 


These  gates  are  unsurpassed 
for  controlling  coarse,  wet  and 
hot  material;  are  ruggedly  con 
structed,  and  have  a  positive 
shut-off,  due  to  the  powerful 
and  easily  operated  mech 
anism.  There  are  no  gears  or  small  parts  to  get  out  of 
order  and  all  working 
parts  are  simple  and 
easily  replaced  when  worn 
out  from  long  service. 
Hunt  Gates  are  used  at 

.    .,        ,  ,  Bin   and    Hopper   I, ate. 

most   of   the  large  plants 

in  the  country,  and  are  highly  recommended. 

The  C.  W.  Hunt  Co.  specializes  in  gates  for  coal, 
ashes,  sand,  stone,  gravel,  fertilizer  material,  etc.  All 
sizes  from  6"  to  36"  x  36"  carried  in  stock. 


Hunt 

Service   and 
Branch  Offices 


This  organization  includes  an 
engineering  staff  prepared  to 
furnish  estimates  and  to  render 
co-operative  service  to  inter 
ested  parties.  The  works  are 
tributary  to  the  Baltimore  & 

Ohio  tracks,  and  include  a  wharf  capable  of  accom 
modating  lighters  of  every  railroad  centering  in  New 
York  City,  thus  assuring  prompt  service  to  all  pur 
chasers. 

The  company  maintains  a  branch  office  in  Xew  York 
City,  and  is  represented  in  Chicago,  Boston  and  Wash 
ington,  D.  C.,  by  Phillips,  Lang  &  Co.,  Inc.,  Day, 
Baker  Co.,  Inc.,  and  James  P.  Mewshaw,  respectively. 


C.  W.  HUNT  COMPANY,  INC. 

WEST  NEW  BRIGHTON,  N.  Y. 
831 


BEAUMONT  SUPER-CENTRAL  COAL  AND  ASH  HANDLING  SYSTEM 


The  entire  organization  of  the 
Handling  Coal,    [  R    H.  Beaumont  Co.  is  devoted 

1         Ashes  and         !    exclusively   to   the   building   of 
Coke  I  equipment  for  handling  coal  and 

Mllljj  its  two  by-products,  ashes  and 
coke.  By  twenty  years'  concen 
tration  in  this  field  they  have  developed  certain  ma 
chines  as  being  the  best  for  the  purpose  intended.  A 
description  of  these  standardized  machines  follows. 
Besides  the  machines  shown  the  company  also  builds 
bunkers,  gates,  crushers,  hoppers  and  feeders  to  com 
plete  an  installation. 

The  work  of  the  company  includes  the  erection  of 
the  equipment.  One  contract  covers  everything — de 
sign,  construction  and  installation  of  the  complete 
plant,  including  the  necessary  bunkers  and  structures. 
The  experience  of  the  company  is  at  the  disposal  of 
anyone  contemplating  a  new  boiler  house  or  consider 
ing  coal  and  ashes  handling  equipment  in  an  existing 
one. 


the  fact  that  all  construction  is  outside  the  boiler  room 
the  cost  of  construction  is  less. 


BEAUMONT  *75 


The  Beaumont  super-central  coal  and  ash  handling  system 


Hoists,  Larries, 
Drag  Scrapers 


These  three  devices  form  the 

Beaumont  Skip  j  nucieus  of  the  Beaumont  Super- 
|  Central  Coal  and  Ash  Handling 
|  System. 

In   this  system  the  coal   and 
ashes  are  centralized  in  external 

bunkers.     The  materials  are  elevated  to  the  bunkers  by 
;he  Beaumont  Skip  Hoist. 

Coal  is  taken  from  the  bunker  and  distributed  to  the 
stokers  by  the  Beaumont  Larry. 

Ashes  are  brought  to  the  ash  skip  hoist  by  an  ash 
car  or  train  of  cars. 

Only  a  few  days'  run  of  coal  is  kept  in  the  bunker, 
reserve  coal  is  stored  on  the  ground  and  reclaimed 
when  required  by  the  Beaumont  Cable  Drag  Scraper. 
Machinery  is  thus  reduced  to  its  simplest  form,  the 
equipment  consisting  only  of  a  few  self-contained 
massive  units.  In  moderate  size  boiler  houses,  two 
winding  machines  are  used,  placed  side  by  side'  in  a 
clean,  well  lighted,  accessible  room  in  the  coal  house; 
one  for  the  skip  hoist  and  one  for  the  drag  scraper. 

The    advantages    claimed    for    this    system    are    as 
follows : 


1 


Advantages  of 
the  Beaumont 
Super-Central 

reducing  the  cost. 


1 — Lowest      First      Cost — A 
bunker  where  all  coal  and  ashes 
}  are  concentrated  at  one  spot  is 
|  the   most    economical   to   build. 
,jj  The     usual     distributing     con 
veyor  is  eliminated,  thus  further 
On  account  of  concentration  and 


2 — Lowest  Maintenance  Expense — Because  the  ma 
chinery  is  reduced  to  a  minimum,  and  that  used  is  of 
rugged  design.  Having  no  distributing  conveyor  re 
duces  maintenance  charges. 

3 — Lowest  Power  Consumption — Because  distribut 
ing  conveyor  is  eliminated,  and  this  (when  used)  con 
sumes  more  power  than  the  elevator. 

4 — Ease  of  Construction — Since  all  work  is  done 
outside  the  boiler  house,  there  is  no  interference  with 
the  men  operating  in  the  case  of  existing  boiler  houses, 
and  in  new  boiler  houses  with  the  men  erecting  the 
building,  boilers,  stokers,  piping,  etc.  This  means 
that  not  only  the  coal  and  ash  handling  system,  but  the 
boiler  house  and  all  equipment  in  the  boiler  house 
will  be  erected  at  less  cost. 

5 — Simplest  Type  Building — May  be  built  (in  case 
of  new  boiler  house)  consisting  merely  of  four  walls 
and  roof  of  standard  building  construction. 

6 — Construction  Expedited — Building  does  not  have 
to  wait  for  data  from  company  furnishing  bunker  and 
machinery.  Construction  of  the  building  and  bunker 
takes  place  simultaneously,  instead  of  the  latter  wait 
ing  until  the  building  is  finished. 

7 — Maximum  Light  and  Ventilation — Is  gained  in 
the  boiler  house,  there  being  no  overhead  bunkers  to 
obstruct  light  and  ventilation. 

8 — Eliminates  Chain  Elevators  and  Conveyors — - 
Which  are  always  subject  to  wreck  and  must  be  re 
newed  more  frequently  and  at  a  greater  cost  than  skip 
hoists. 

9 — Machinery  Operates  with  Minimum  Noise — • 
Seme  systems  are  extremely  noisy  and  are  especially 
undesirable  in  built  up  districts.  The  skip  hoist  is 
as  quiet  as  a  freight  elevator. 

10 — Pleasing  Architectural  Appearance  —  The 
bunker  is  blended  with  the  building,  making  a  very 
pleasing  architectural  appearance. 

Catalog  40  is  an  encyclopedia  of  Coal  and  Ash 
Handling  Systems.  Write  for  your  copy. 


R.  H.  BEAUMONT  CO.,  380  ARCH  ST.,  PHILADELPHIA,  PA. 


832 


BEAUMONT  SKIP  HOISTS,   WEIGH  LARRIES  AND  DRAG  SCRAPERS 


Beaumont  Skip 
Hoist 


The  skip  hoist  consists  of  a 
bucket   running  on   inclined  or 

II  vertical   tracks   and   hoisted   by 
Hoist  §  means  Of  a  stcei  cable  attached 
I  to    a    winding    machine.    The 

bucket    consists    merely    of    a 

rectangular  steel  box  open  at  the  top  and  fitted  with 
guide  rollers  and  hoisting  bale.  The  winding  machine 
is  driven  by  an  electric  motor. 

The  bucket  is  started  upward  by  pushing  a  button. 
The  skip  reciprocates  continually  and  is  automatically 
filled  by  the  Simplex  Loader. 

The  Skip  is  the  best  and  most  commonly  used  coal, 
ashes  and  coke  hoisting  system.  It  is  built  in  standard 
sizes  to  hoist  10  to  300  tons  of  coal  per  hour  at  50  ft. 
lift;  larger  sizes  have  been  built. 

Skip  Hoist  advantages  are: 

1.  Not  affected  by  grit,  heat  or  water. 

2.  Skip  hoist  has  high  capacities. 

3.  High  lift  is  no  objection  to  a  skip. 

4.  Operating  costs  are  low. 

5.  Installation  cost  is  low. 

6.  Power  consumption   is  at   a   minimum. 

7.  Freedom    from    breakdown. 

8.  Repair  parts  are  at  a  minimum. 

9.  The  skip  will  handle  lumps,   fines,  etc. 
10.  The  skip  hoist  is  quiet  in  operation. 

Write   for  separate   Skip   Hoist   Catalog   Xo.   50. 


I 

: 


Beaumont  Drag 
Scraper 


Coal  is  received  at  the  plants 
in  railroad  cars  and  discharged 
into  a  hopper  below  the  tracks. 
From  here  it  is  elevated  a:id  de 
livered  down  a  chute  to  form  an 
initial  pile,  adjacent  to  the  mil- 

road  track.  A  machinery  house  contains  the  driving 
drums  to  which  are  attached  the  ends  of  a  steel  cable. 
The  cable  extends  across  the  storage  yard  and  the 
opposite  end  is  attached  to  any  two  of  a  series  of  steel 
posts  which  surround  the  yard.  A  scraper  is  attached 
to  the  cable  and  pulled  back  and  forth  over  the  coal. 
By  reversing  the  scraper  or  changing  the  location  of 
the  outermost  end  of  the  cable,  coal  can  be  n:oved  in 
any  direction,  as  desired. 

When  reclaiming,  the  coal  is  scraped  back  to  the 
reclaiming  hopper  and  delivered  to  the  elevator,  which 
will  discharge  the  coal  either  to  railroad  cars  or  to 
the  boiler  house  bunker. 


Beaumont  Cable  Drap  Scraper 

Drag  scraper  advantages  are: 

1.  Coal  storage  area  any  shape. 

2.  Hourly  capacity   high,   up  to  600   tons. 

3.  Can  be  operated  by  ordinary  labor. 

4.  Maintenance  is  low. 

5.  System  will  fight  fire. 

6.  Stores  coal  in  layers,  not  piles. 

7.  Will  handle  lump  or  crushed  coal. 

8.  No  trestle  is  required. 

9.  The  salvage  value  is  high. 

Catalog  45  describes  the  Beaumont  Cable  Drag 
Scraper  System.  Send  for  a  copy  if  interested  in  coal 
storage. 


Beaumont 
Larries 


A  larry  is  a  plate  hopper  sus 
pended  on  scales  and  mounted 
on  a  truck  which  runs  on  over 
head  tracks. 

The  larry  takes  coal  from 
any  part  of  the  overhead  coal 

bunker  and  delivers  to  any  stoker.  Accurate  weight  of 
coal  burned  is  kept.  Larries  built  from  l/2  to  25  tons 
capacity. 


BRANCH    OFFICES 

50  Church   St.         -----  New  York 

1406  S.  Michigan  Ave.  Chicago 

1201  Kresge    T.ldg    -  Detroit 

618  National   Bldg.  Cleveland 

230  Fifth  Ave.                               -  Pittsburgh 

261   Franklin  St.  -------      Boston 


R.  H.  BEAUMONT  CO.,  380  ARCH  ST.,  PHILADELPHIA,  PA. 

833 


STEARNS  CONVEYORS 


Gradual  Troubling  Type   Belt   Conveyor  Idler  equipped   with   Alemite  Lubricating  Plugs 


Stearns      material      handling 
I   equipment  includes   a   complete 
Equipment        j    line  of  elevating  and  conveying 
1   machinery    for   handling   mate 
rials  in  both  bulk  and  packages. 
The    principal    types    are,    belt 

and  bucket  elevators,  belt,  pivoted  bucket,  pan,  screw, 
and  apron  conveyors;  complete  screening  plants,  coal 
and  ash  handling  equipment,  in  fact,  conveyors  for 
every  service  are  designed  and  manufactured  in  our 
factorv. 


Standard 
ization 


It  is  the  policy  of  The  Stearns 
Conveyor  Company  to  standard 
ize  wherever  possible  on  con 
veyor  units  and  duplicate  sec 
tions  applicable  to  the  greatest 
number  of  installations,  thereby 

making  it  possible  to  manufacture  on  a  quantity  produc 
tion  basis,  affording  superior  quality  at  no  greater  cost 
to  consumer. 


Salient 
Features 


The  mechanical  construction 
and  method  of  lubrication  of 
the  Stearns  belt  conveyor  idler  is 
unusual.  The  common  faults  of 
disaliunment  and  imnroner  ln- 

O  I       **f-» 

brication  have  been  eliminated. 

Perfect  alignment  is  assured  by  mounting  Hyatt  Roller 
Bearings  on  a  single  piece  of  seamless  tubing.  The 
outer  race  for  the  roller  bearing  is  another  piece  of 
seamless  tubing  which  carries  the  pulley  itself.  Thus 
the  two  roller  bearings  are  always  perfectly  aligned. 

Upon  proper  lubrication  depends  the  life  o'f  any  ma 
chine.  All  Stearns  conveyor  idlers  are  equipped  with 
the  well  known  Alemite  Lubricating  System  that  is  in 
use  on  many  automobiles.  The  upper  bearings  on  the 
inclined  pulleys  in  all  common  forms  of  idlers  suffer 
from  lack  of  proper  lubrication  because  gravity  pulls 
the  grease  away,  allowing  the  bearings  to  run  dry.  The 
Stearns  pulleys  are  provided  with  a  grease  chamber 
with  floating  plungers  to  force  the  grease  up  to  the 
[yatt  Bearings.  The  Lubricant  is  thus  forced  from  the 
r  out,  providing  a  seal  against  grit  and  dirt.  It  is 
'  necessary  to  lubricate  once  or  twice  a  year  which 
can  be  done  while  the  conveyor  is  in  operation  bv 
means  of  an  Alemite  grease  gun. 

The  three  principal  causes  for  shortening  the  life  of 
the  idler  have  been  improper  lubrication,  grit,  and  dis- 


alignment.  \Yith  these  difficulties  eliminated  the  life 
of  the  equipment  is  greatly  prolonged.  The  cost  of 
maintenance,  expense  of  repairs,  and  inconvenience  are 
reduced  to  a  minimum. 

The   case    of    the    belt    conveyor    is    typical    of    the 
mechanical  refinements  of  all  Stearns  products. 


Cut 

Production 
Costs 


The  use  of  Stearns  equip- 
|  ment  cuts  production  costs  two 
1  ways.  First  your  material  han- 
f  dling  costs  are  reduced  by  sup- 

!   plying    mechanical    means    for 

human     labor.      Second,     your 

mechanical  handling  costs  are  lessened  by  reducing 
maintenance  and  repair  expense  of  the  equipment  to 
i  minimum. 


Stearns  engineers  will  gladly 
investigate   your   material   han- 
Service  dling    problems    and    report    to 

you  the  most  efficient   solution 
regardless  of  who  manufactures 
the  equipment  that  is  best  suited 
to  handling  your  product  most  economically. 

Stearns  sen-ice  does  not  stop  with  your  purchase. 


Single  Idler  Pulley 

Grease   enters   at   1    and    passes   through   2   filling   grease 
reservoir  and   pressing   back  plunger 


THE  STEARNS  CONVEYOR  CO.,  CLEVELAND   O 

FACTORY:    EAST  200th  ST.  and  ST.  CLAIR  AVE. 
834 


MERRICK  CONVEYOR  WEIGHTOMETER 


Weighing 
Materials 
in  Transit 


The     M  e  r  r  i  c  k     Conveyor 
I   Weightometer  is  an  adaptation 


of  a  platform  scale  designed  for 
the  automatic  weighing  of  con- 

= , |   veyor   handled    materials   while 

in  transit.     Where  time  as  well 

as  accurate  weight  is  an  important  factor  in  the  load 
ing,  unloading  or  transporting  of  materials  by  con 
veyors,  the  weightometer  meets  the  requirements.  It 
records  the  weights  with  a  guaranteed  accuracy  of 
99%,  without  hindering  in  any  way  the  handling  of 
the  materials. 


Merrick    Conveyor   Weightometer   Weighing    Material    in 
Transit  on  a  Belt  Conveyor. 


The 

Merrick 
Method 


The  Merrick  Weightometer  is 
J  designed  for  use  with  any  size 
!  or  style  of  belt  or  pan  conveyor. 
I  It  will  weigh  successfully  any 

l,. I   material  which  can  be  carried 

by  the  conveyor. 

The  illustration  below  is  a  sketch  of  a  typical 
weightometer  installation  on  an  inclined  belt  conveyor. 
A  section  of  the  conveyor  belt  is  supported  on  a  floating 
platform.  This  platform  is  hung  on  compound  levers 
and  balanced  by  an  iron  float  in  a  cylinder  of  mercury. 
The  movement  of  the  float  is  a  direct  measure  of  the 
weight  on  the  conveyor  belt.  An  integrator  multiplies 
this  weight  by  the  speed  of  the  conveyor.  The  sprocket 
chain  drive  to  the  integrator  from  the  return  belt  of  the 
conveyor  is  clearly  shown  in  the  illustration  below. 


Typical    Weightometer    Installation    with    Inclined     Belt 
Conveyor. 

The  method  of  recording  the  weight  can  be  seen  in 
the  illustration  of  the  integrator.  Rollers  are  mounted 
around  the  periphery  of  the  disc  (1),  and  the  belt  (2), 
which  is  driven  by  the  conveyor,  rubs  against  these 
disc  rollers  at  the  right  and  left.  The  disc  is  carried 
on  a  swinging  frame.  When  it  is  in  the  "no  load"  posi 
tion  and  perpendicular  to  the  plane  of  the  belt,  the 
rollers  revolve  and  exert  no  turning  effort  on  it.  But 
when  the  disc  is  tipped  by  a  system  of  levers  a  com 


ponent  of  the  motion  of  the  belt  acts  to  turn  it.  As  the 
weight  increases  the  angle  of  tipping  increases  and  the 
speed  at  which  the  disc  is  revolving  increases.  A 


Detail  of  Integrator  Box. 

simple  mechanism  records  this  motion  and  furnishes  an 
iccurate  record  at  all  times. 


With  continual  operation  the 
end  pulley  of  the  average  idler 
might  sag,  thus  giving  a  vari 
able  trough.  As  this  is  detri- 


Troughiiig    Idlers 
and  Weighted 

Take-Ups 

, lMjj   mental  to  accurate  weighing,  the 

Merrick    Troughing    Idler   was 

built.  They  are  made  in  two  styles — 3  pulley  and  5 
pulley  and  are  intended  for  use  only  at  the  weighing 
section.  All  parts  are  accurately  machined  and  the 
ends  buttressed  against  end  sag.  Holes  to  admit  the 
passage  of  an  aligning  cord  are  jigged  in  the  buttress 
ends  so  that  the  alignment  can  be  checked  while  the 
conveyor  is  in  motion. 

The  Merrick  "Easy  Slide"  Weighted  Take-Up  for 
belt  conveyors  is  designed  to  keep  the  belt  tension  con 
stant  automatically.  A  bill  of  material  with  an  installa 
tion  drawing  will  be  furnished  by  the  company  when 
conveyor  conditions  and  necessary  dimensions  are 
known. 


Mounting  of  the  Weighing  Levers  with  Connection  to  the 
Weigh  Beam  and  Integrator  Box.  Casing  Covers  Removed. 


Consult  the 
Manufacturer 


"The  Merrick  Scale  Mfg.  Co. 
invites  correspondence  from  any 
readers  with  conveyor  handled 
materials  desirous  of  easily  but 

I,,, , , , „„„ |    accurately      determining      the 

weight  of  such  materials.    Coal, 

coke,  stone,  cement,  ore  concentrates,  gravel,  fish,  phos 
phate  rock,  pebbles,  are  representative  of  the  materials 
handled." 


MERRICK  SCALE  MFG.  CO.,  PASSAIC,  N.  J. 

835 


LINK-BELT  COAL  AND  ASHES  CONVEYORS 


The    Peck 

Overlapping 

Pivoted  Bucket 

Carrier 


The  Peck  Overlapping 
Pivoted  Bucket  Carrier  is  the 
recognized  standard  machine 
for  handling  coal  and  ashes  in 

1 ,„ ,„ , the  modern  power  plant.  It  is 

the  highest  development  of  the 

conveying  art. 

Constructed  as  it  is  with  few  wearing  parts  and  these 
of  the  best  design  to  resist  wear;  the  cost  of  mainte 
nance  and  power  is  very  small.  But  even  of  greater  im 
portance  is  its  reliability.  In  this  feature  the  Peck 
Carrier  is  unrivaled. 

We  believe  it  will  be  but  a  short  time  before  the  use 
of  this  type  of  Carrier,  for  all  but  short  conveyors — • 
and  in  all  cases  where  material  is  to  be  both  conveyed 
and  elevated — will  be  the  most  generally  accepted 
means  of  conveying. 

Send  for  catalog  No.  220. 


Peck  Carrier  and   Belt  Conveyor. 


Peck  Carrier  Discharger  in  Operation. 


Other  Link-Belt   I        L^k;Bf .  Engineers    have 

Coal  and  Ashes  1  sPeclallzed  in  the  solut,on  of 
Handling  ^  co  an<^  ashes  handling  prob- 
Equipment  !  lems  in  P°wer  plants.  Our 
i,,, , 1  equipment  for  power  plants  in 
cludes  a  complete  line  of  acces 
sories;  belt  conveyors,  bucket  carriers,  feeders,  crushers, 
track  hoppers,  coal  bins,  ashes  pockets,  stoker  spouts, 
bin  and  hopper  gates,  cars,  locomotive  cranes,  grab 
buckets,  unloaders,  and  loaders,  electric  hoists,  water 
intake  screens,  transmission  machinery,  etc. 

Like  all  Link-Belt  Equipment  it  is  ruggedly  con 
structed  for  hard  continuous  service. 

Let  us  suggest  a  coal  and  ashes  handling  installa 
tion  for  your  boiler  house. 

Send  for  Book  No.  3S3-A,  "Economical  Handling  of 
Coal  and  Ashes  and  Reserve  Coal  Storage." 


\RKIPROCATINS  FELDER 

E 


Diagram   Showing  the   Operation   of  the   Peck   Overlapping   Pivoted   Bucket   Carrier. 


PHILADELPHIA 

724 


LINK-BELT  COMPANY 

CHICAGO 

For  list  of  other  offices  see  page  804. 
836 


INDIANAPOLIS 


B-G  PORTABLE  CONVEYORS  AND  BUCKET  LOADERS 


B-G     machines     are     stand- 

•   ardized  in  design.    This  means 

I    Standardization    {   quick    delivery    of    machines 

LI   to  meet  any  problem  and  serv- 
„„ I   ice   for   the   user   in   quick   de 
livery   of   parts.     No   waits   or 

charges  for  special  equipment.  The  line  consists  of 
Portable  Belt  Conveyors,  Permanent  Belt  Conveyors 
and  Self-Feeding  Bucket  Loaders. 


B-G  Portable 
Belt 


Conveyors 


Below  is  shown  the  B-G 
type  of  portable  belt  conveyor. 
Strength,  light  weight,  a  low 
receiving  hopper,  swivel 
wheels,  variety  in  lengths,  and 
standardization  are  the  essen 
tial  advantages  embodied  in  this  conveyor. 

Strength  and  light  weight  are  gained  by  using  steel 
angles  and  pipe  in  the  form  of  a  Warren  Truss.     By 


B-G  Standardized  Portable  Belt  Conveyor. 

placing  the  motor  at  the  discharge  end,  it  is  possible 
to  build  a  low  receiving  hopper.  Axles  are  so  con 
structed  that  the  wheels  may  be  set  at  right  angles  for 
"fanning"  or  spreading  the  pile. 

Portable  conveyors  are  furnished  in  length  from  15 
ft.  to  60  ft.  Permanent  conveyors  are  furnished  in 
any  greater  lengths  up  to  200  ft.  Belt  widths  are 
either  18"  or  24".  Gasoline  or  electric  drive  as  de 
sired. 

Standardization  means  adherence  to  one  general  de 
sign,  reasonable  costs  from  quantity  production,  and 


Type  U,  the  Conveyor  with  the  Digging  End. 

interchangeability  of  parts.  For  the  user  it  means 
quick  delivery  of  machine  and  repairs,  and  a  machine 
which  will  serve  a  number  of  needs  besides  the  one  for 
which  it  is  purchased. 

One  conveyor  model  departs  radically  from  the  gen 
eral  B-G  design.  This  is  a  one-man  machine  for  uni 
versal  use.  the  type  "U."  It  is  made  in  only  one 


length,  22  feet,  with  12"  or  18"  belt,  cupped  steel  cleats, 
overlapping  side  clips,  and  continuous  skirt  boards.  The 
receiving  end  is  exposed  so  that  the  cupped  flights 
passing  around  the  lower  pulley  dig  into  the  pile  when 
the  conveyor  is  pushed  into  any  loose  bulk  material. 
For  this  reason  it  is  called  "The  Conveyor  With  the 
Digging  End." 


Specifications 

B-G    Self-Feeding 

Bucket  Loader 


Self-Feeder— Two  36"  flat 
steel  discs  set  nearly  horizontal 
rotate  toward  the  center  con 
tinually  bringing  material  to  the 
buckets.  Patented. 

Crawler     Traction  --  Full 
length  continuous  treads,  58"  long  by  8"  wide. 

Transmission — Truck  type  with  cut  gears,  enclosed 
running  in  oil.  Differential.  Machine  can  turn 
around  in  its  own  length. 

Elevator — Buckets  mounted  on  two  strands  of  chain, 
motor  and  sprockets  protected  from  dust  and  spillage. 


B-G  Self-feeding  Bucket  Loader   (Patented;. 

Power — Buda  4-cylinder,  25  H.P.  gasoline  engine 
or  15  H.P.  electric  motor.  Ample  power. 

Control — Only  one  operator  needed.  All  controls 
within  easy  reach. 

Discharge  Spout — Pivoted  to  permit  discharging  in 
any  direction  with  ample  clearance.  Measuring  hopper 
provided  if  desired. 

Capacity — 1 J4  cu-  yds.  per  minute. 

Safety — Discs  perfectly  safe.  Other  moving  parts 
protected. 

Dimensions — Length  overall  11  ft.  1  in.;  digging 
width  6  ft.  4  in.;  width  of  crawlers  overall  61  in.;  dis 
charge  height  10  ft.;  weight  8,800  Ibs. 


BRANCH    SERVICE    AND    SALES    OFFICES: 


New   York 

Philadelphia 

Norfolk 

Worcester 

Buffalo 


Utica 

Cleveland 

Detroit 

Indianapolis 

Pittsburgh 


Chicago 
Milwaukee 
Minneapolis 
St.  Louis 
Omaha 

Seattle 


Kansas  City 

Denver 

Salt  Lake  City 

Portland 

San  Francisco 


Los  Angeles 
Canadian  agents:  Mussens  Limited,  Montreal,  Winnipeg,  Toronto, 

Vancouver 

EXPORT   DEPARTMENT: 

ALLIED   MACHINERY  COMPANY  OF  AMERICA 
51  Chambers  Street,  New  York  City 


BARBER-GREENE  COMPANY 

AURORA.  ILLINOIS,  U.  S.  A. 

837 


AUSTIN  SELF-FEEDING  WAGON  LOADER 


Austin  Wagon  Loader  Loading  Four  Yards  of  Crushed  Rock  in  a  Truck  in  Six  Minutes 


Since  the   cost   of  labor   has 
[    become  such  an  important  fac- 
Purpose  |    tor  in  the  handling  of  crushed 

I   rock,  gravel,  sand,  coal,  grains, 

„„„„,„„„, I   etc.,    the    Austin    Self-Feeding 

Wagon  Loader  was  designed 
to  reduce  the  use  of  man  power  to  a  minimum  a?  well 
as  to  make  possible  the  saving  of  time  in  the  loading 
of  materials  of  all  sorts  in  wagons  and  automobile 
trucks. 

The  Self-Feeding  Device  is  a  distinct  advance  in  the 
multiple-bucket  type  of  wagon  loader.  Its  greatest 
economy  of  operation  is  due  entirely  to  this  attachment, 
which  eliminates  the  necessity  of  two  men  to  feed  the 
buckets.  This  self-feeding  device,  which  is  more  fully 
described  and  illustrated  on  the  opposite  page,  actu 
ally  sweeps  the  material  into  the  bucket  path  and  auto 
matically  withdraws  in  preparation  for  the  next  cut. 
The  steel  feeding  arms,  or  digging  arms,  of  which  the 
pelf-feeding  device  is  composed,  will  cut  a  swath  wide 
enough  for  the  machine  to  follow  into  or  through  the 
bank  so  that  even-  bucket  can  be  filled  completely  to 
the  brim. 

The  twenty-two  buckets,  each  holding  one-third  of  a 
cubic  foot,  which  complete  3-)4  cycles  per  minute,  give 
the  Austin  Self-Feeding  Wagon  Loader  a  capacity  of 
28  cubic  feet  or  1.02  cubic  yards  per  minute.  This 
work  i=  all  done  by  one  man. 

The  efficiency  of  this  one-man  control  is  due  to  the 
fact  that  all  equipments  are  controlled  from  the  operat 
ing  platform.  From  this  point  the  operator  can  govern 
the  vertical  movement  of  the  elevator  as  well  as  its  travel 
along  the  road  when  folded  back  for  shipping. 


The  Austin  Self-Feeding 
Wagon  Loader  materially  re- 
Value  duces  the  cost  of  handling  such 
material  as  coal,  gravel,  sand, 
etc.,  in  two  distinct  ways — by 
reducing  the  number  of  men 

required  to  load  the  trucks,  and  by  keeping  the  trucks 
working  instead  of  waiting. 

The  comparative  costs  of  loading  trucks  by  man 
power  and  by  means  of  an  Austin  Self-Feeding  Wagon 
Loader  are  shown  in  the  following  tables: 


COST   OF    LOADING    TRUCKS    BY    MAX    POWER 

S    Laborers — 5    yards — 20    min. — at    55c    per    hr 

Cost   of   truck   for   20   minutes   at   $2.50    per   hour 


$1.47 
.83 


Cost  of  loading  5   yards   of   material   in   truck $2.30 

Cost  of  loading  1  yard  of  material  in  truck 46 


COST   OF    LOADING    TRUCKS    BY    MEANS    OF 
AUSTIN  SELF-FEEDING  WAGON  LOADER 

One    Laborer — 5    yards — 6    min. — at    55c    per    hour 

Cost   of   truck   for   6   min.    at   $2.50   per    hour 

Power    at    1    cent    per    cubic    yard 

Oil,  grease,  interest  on  investment,  etc 


Cost  of  loading  5   yards  of  material  in  truck... 
Cost    of   loading   1    yard    of   material    in    truck. 


$0.06 
.25 
.05 
.01 

.37 
.074 


In  addition  to  the  saving  in  the  cost  of  loading 
trucks,  the  Austin  Self-Feeding  Wagon  Loader  also 
brings  about  a  saving  in  investment.  Since  this  wagon 
loader  makes  the  truck  stand  idle  only  six  minutes 
while  being  loaded,  one  truck  can  do  the  work  of  three 
trucks  which  are  loaded  by  laborers.  This  saving  of 
the  investment  for  only  one  truck  enables  the  Austin 
Self-Feeding  Wagon  Loader  to  pay  for  itself  at  the 
start  due  to  the  fact  that  the  cost  of  the  Austin  Loader 
is  approximately  the  same  as  the  cost  of  one  good  truck. 


AUSTIN  MACHINERY  CORPORATION 

RAILWAY  EXCHANGE  BUILDING,   CHICAGO,   ILL. 

838 


AUSTIN  SELF-FEEDING   WAGON   LOADER 


Construction 


In  order  that  the  Austin  Self- 
Feeding  Wagon  Loader  may 
have  sufficient  reserve  power  to 
give  good  service  under  all  con 
ditions  it  is  equipped  with  a 
22-horse  power  four-cylinder 
marine  type  gasoline  engine. 

If  electric  power  is  preferred  an  electric  motor  can 
be  furnished.  These  motors  are  either  A.  C.  or  D.  C. 
current  and  are  rated  at  15  H.  P. 

The  front  wheels  are  knuckled  to  the  axle,  on  the 
same  plan  so  successfully  used  in  automobile  truck 
construction. 

The  operating  machinery  consists  of  a  direct  drive 
chain  and  gear  transmission,  giving  elevator  operation, 
and  two-speed  and  reverse  traction.  The  low  or  feed 
ing  speed  is  provided  for  use  under  working  conditions 
while  the  high  is  for  traveling. 

The  rear  axle  is  fitted  with  a  differential  so  that  the 
machine  can  be  turned  practically  within  it?  own 
length.  All  of  the  gears,  castings  and  sprockets  are 
made  of  cast  steel.  The  shafts  are  of  steel,  the  main 
frame  of  structural  and  the  bucket  chains  are  Ley 
bushed. 

The  following  table  covers  the  specification?  for  the 
Austin  Self-Feeding  Wagon  Loader. 

SPECIFICATIONS 

Frame-  Structural    Steel 

Elevator  Chain — Double  Strand  No.  82.*  Ley  bushed  chain. 

Drive  Chain— SS— 525  link  belt. 

Buckets — 18  x  8  x  9>l/2  in.  buckets  spaced  20  in.  on  chain.    Capacity, 

Vi   cu.   ft. 
Drive— 22    II. P.    four-cylinder    gasoline    engine    or    15    H.T.    Electric 

Motor. 
Traction — Working   speed    70   ft.    forward    and    28    ft.    into    pile   per 

minute. 

Traveling — 140  ft.   per  minute  forward,  70  ft.   reverse. 
Controls — All   operations   under  friction   clutch    control. 
Wheels— Rear,  42  x  6  in.;   Front,  27  x  4  in. 
Gauge— 5  ft.  2  in. 

Height  of  Discharge— 8  ft.  or  9  ft.  (<  in. 

Capacity— 14<  cu.  yd.  per  minute  under  proper  operating  conditions 
\YciR-ht— 8..KX)  Ibs. 


Operation 


The  operation  of  the  Austin 
Self-Feeding  Wagon  Loader  is 
extremely  simple  when  it  is  on 
the  road  traveling  from  job  to 
job  as  well  as  when  it  is  loading 
trucks.  A  platform  is  provided 
for  the  operator  from  which  the  steering  wheel  and  all 
the  levers  are  readily  accessible.  The  elevator  is  raised 
when  traveling  to  give  ample  clearance.  A  speed  of 
seven-eighths  of  a  mile  per  hour  is  attained  in  travel 
ing  under  its  own  power. 

The  upper  illustration  in  the  opposite  column  on 
this  page  shows  the  Austin  Wagon  Loader  with  the 
elevator  in  the  normal  position  for  operation.  The 
steel  feeding  arms  are  shown  in  this  view  extended  to 
the  extreme  open  position — a  distance  of  six  feet. 
When  the  Loader  is  in  operation  these  steel  feeding 
arms  sweep  inward,  carrying  the  material  into  the 
bucket  path  and  automatically  withdrawing  in  prepa 
ration  for  the  next  cut.  The  second  illustration  on  this 
page  shows  the  steel  feeding  arms  in  the  closed 
position. 


Austin  Wagon  Loader  with  Steel  Feeding  Arms  Open 

The  continuous  sweeping  operation  of  the  steel  feed 
ing  arms  and  the  automatic  backing  of  the  machine  into 
the  bank  makes  possible  the  filling  of  each  bucket  to 
the  brim.  Furthermore,  the  feeding  arms  will  cut  a 
path  wide  enough  for  the  machine  to  follow  as  it  works 
back  into  the  pile.  This  self- feeding  device  takes  the 
place  of  two  men  who  would  otherwise  be  required  to 
feed  the  buckets. 


Showing   Steel   Feeding   Arms  Closed 


Attachments 


The  Austin  Self-Feeding 
Wagon  Loader  is  usually 
equipped  with  a  spout  for  load 
ing  wagons  and  trucks,  as 
shown  in  the  illustrations  on 
the  preceding  page.  However, 

it  can  be  furnished  with  a  bin,  of  one  cubic  yard  ca 
pacity  or  with  a  spout  and  gate  for  loading  wheelbar 
rows.  A  discharging  spout  is  also  made  with  a  dust 
screen  for  catching  the  dust  when  loading  hard  coal. 


AUSTIN  MACHINERY  CORPORATION 

RAILWAY  EXCHANGE  BUILDING,   CHICAGO,  ILL. 
839 


THE  SCOOP  CONVEYOR 


The  Scoop 
Conveyor 


An  original  "belt  type" 
of  portable  material  handling 
conveyor  designed  to  be 
moved  and  operated  by  one 
man. 

Its  predominating  distinctive 
feature  is  the  feed  end  which  can 
be  pushed  and  completely  buried 
into  the  material  to  be  conveyed, 
thus  allowing  the  material  to  be 
scraped  on  to  the  carrying  belt  in 
stead  of  being  lifted  by  shovel  into 
a  feed  hopper.  This  saves  50% 
labor  in  feeding. 

Our  experienced  organiza 
tion,  together  with  our  finan 
cial  and  moral  responsibility, 
stand  back  of  every  machine 
we  produce.     All  parts. 
cept   the   motor, 
belt  and  drive 
chain,  are  manu 
factured   in   our 
own  spacious 
factory  under 
modern  standard-  'lhe  Scoop  Conveyor 

ization  and  quantity  production  methods. 

The  scoop  conveyor  is  used  for  moving  loose  ma 
terials,  such  as  coal,  coke,  crushed  stone,  ashes,  sand, 
gravel,  etc.;  also,  sacks,  packages,  boxes  and  manufac 
tured  products.  Adapted  for  service  in  retail  coal 
yards;  for  unloading  cars  direct  into  trucks,  bins,  etc.; 
for  loading  cars,  barges  or  holds  of  vessels  from  trucks, 
storage  piles  or  ground;  for  filling  in  or  extending  em 
bankments:  for  moving  material  from  place  to  place. 


Loading  Truck  from   Storage. 


Some 

Construction 
Details 


The  "Scoop"  conveyor  can  be 
furnished  either  with  gasoline 
engine  or  electric  motor  as 
power.  If  the  purchaser  sup- 
I , ,. I  plies  the  motor,  a  motor  sup 
port  and  drive  from  the  motor 

shaft  is  supplied  with  the  conveyor.  Drive  reductions 
are  carried  in  stock  for  any  motor  speed  from  700 
r.p.m.  to  1,800  r.p.m. 

The  capacity  of  a  ''Scoop"  conveyor  is  1  ton  per 
minute;  the  weight  ranges  from  800  to  1,600  Ibs.; 
horsepower  2  and  1  h.p.  The  following  table  gives 
the  general  dimensions  of  the  "Scoop"  conveyor. 

The  14  ft.  size  conveyor  is  suitable  for  loading  and 
unloading  box  cars,  or  loading  industrial  cars  and  for 


Unloading  and    Storing    Coal. 

general  use  in  limited  space.  The  20  ft.  and  the  24  ft. 
sizes  are  suitable  for  loading  and  unloading  trucks  or 
cars,  and  for  stacking  material.  The  size  most  suitable 
is  controlled  by  the  height  and  reach  required  to  meet 
operating  conditions. 

The  nature  of  the  material  and  the  height  to  which  it 
must  be  raised  govern  the  kind  of  a  belt  required. 
There  are  two  kinds  of  belts,  the  low  cleat  and  the  high 
flight. 

All  parts  guaranteed  against 
I   defects    in    workmanship    and 
Guarantee         j   material.        In      addition,      we 
I   guarantee   that   scoop   conveyor 
,l,,,limiimillllll|  repair  costs  through   wear,   in 
cluding  belt  renewals  will  not 

exceed  Ic  per  ton  of  material  handled  when  conveying 
coal,  coke,  ashes,  sand  or  similar  material. 

A  reputation  founded  on  years  of  experience  and  re 
flected  by  the  confidence  of  thousands  of  users  absolute 
dependability. 


When  Writing 
or    Ordering 


State  operating  conditions; 
kind  of  material  to  be  handled; 
power  available;  where  material 
is  received  and  delivered,  etc. 


DETAILS  AND  DIMENSIONS,   SCOOP  CONVEYORS 

Size 

A 

I? 

C 

D 

E 

F 

a 

12"  X  14' 

14' 

4'  to   6' 

42*          V  6* 

12"  5* 

17*         43- 

16"  X  14' 

14' 

4'  to    6' 

42*           9  8* 

12'  5- 

21*    !    47" 

12"  X  20' 

iW 

6'  to    V 

42* 

12'  0" 

18'  3* 

17* 

43- 

18"  X  2<y 

20' 

6'  to  V 

42*          121  0* 

18'  3- 

21* 

47* 

12*  X  24'          24' 

9'  to  12' 

42"          \S  3- 

22'  6* 

17* 

43* 

16"  X  24'          24' 

V  to  12' 

42* 

IS'  3* 

22'  6' 

21* 

47* 

12"  X  SO*     1     30" 

12'  to  W 

42* 

16'  8* 

27'  0- 

17* 

43* 

10*  X  30'     ;     30- 

12'  to  W 

42*          16'  6*          27'  0* 

21'         47- 

PORTABLE  MACHINERY  CO.,  PASSAIC,  N.  J. 

840 


TRADE  NAME  INDEX 


BERQUIST    Coal    Bins— Link-Belt    Co. 

B-G  Portable  Conveyors  and  Bucket  Loaders— Barber-Greene 
Co. 

BROWNHOIST  Locomotive  Cranes — Brown  Hoisting  Machin 
ery  Co. 

BULLDOG    Buckets— Blaw-Knox    Co. 


C-M   Cranes  and  Hoists— Chisholm  &  Moore  Mfg.  Co. 
CATERPILLAR  Tractors— Holt  Mfg.  Co. 
COLLIER  Buckets — Blaw-Knox  Co. 
CYCLONE    Hoists— Chisholm-Moore    Mfg.    Co. 

DODGE    System   Coal    Storage — Link-Belt    Co. 
DREADNAUGHT    Buckets— Blaw-Knox   Co. 


EASY   SLIDE   Weighted  Take-Up  for   Belt  Conveyors — Mer- 
rick   Scale   Mfg.    Co. 

ELECTROMOBILE   Industrial   Trucks  and   Tractors — Koppel 
Industrial   Car  and   Equipment   Co. 

EWART  Friction   Clutches — Link-Belt   Co. 

EXIDE-IRONCLAD  Storage  Batteries— Electric  Storage  Bat 
tery  Co. 


FAVORITE   Buckets— G.   H.   Williams  Co. 
FLINT. RIM    Wheels — Link-Belt    Co. 


G-E   Electric  Equipment  and   Locomotives — General   Electric 
Co. 


HARRINGTON    Rocking    Cableways—  Railway    &    Industrial 
Engineering  Co. 

HERCULES  Buckets— G.  H.   Williams  Co. 
HERCULES  Wire  Rope — A  Leschen  &  Sons  Rope  Co. 
HUGGER    Belt   Conveyor  Drive — Link-Belt   Co. 


LABRIDE  Cranes,  Bridges  for  Handling  Coal.  Etc.- 
liridge   &   Steel  Co. 

LETTGO  Mechanical  Overload   Releas.  —  Link-Belt   Co. 
LUHRIG  Elevators— Link -Belt   Co. 

MATCHLESS  Trolleys — Chisholm  &  Moon-  Mfg.  Co. 
MICRO    Leveling   Elevators— Otis   Elevator   Co. 
MULTIROLL  Idlers    (for  Belt   Conveyors  >  — Link-Belt   Co. 

P.  &   H.  Cranes  and  Hoists — Pawling  &  Harnischfeger  Co. 
PECK   Pivoted  Bucket   Carrier — Link-Belt   Co. 

PORTABELT  Portable   Conveyors — Brown   Portable   Convey 
ing   Mach'y.    Co. 

PRATT    Box   Car   Loaders — Link-Belt   Co. 

RED  BAND  Electric  Motors— Howell  Electric  Motors  Co. 
ROCHLITZ  Automatic  Water  Still— W.  M.  Lalor  Co. 

SCOOP   Conveyors — Portable  Machinery  Co. 
SERVICE  Brand  Conveyor  Belt — Link-Belt  Co. 
SHAW    Cranes — Manning,    Maxwell    &    Moore.    Inc. 
SOLIDCAR     Self    Dumping    Cages— Car-Dumper     &     Equip 
ment  Co. 

SPECIAL  STEEL  Wire  Rope— A.  Ltschen  &  Son?  Rope  Co. 
SPEEDSTER    Buckets — Blaw-Knox    Co. 
STEVEDORE  Manila  Rope— C.  W.  Hunt  Co..  Inc. 
STROM   Ball  Bearings— U.   S.  Ball  Bearing  Mfg.  Co. 
SUBVEYORS    Conveyors — Samuel    Olson    k    Co. 

TIERLIFT   Industrial   Truck — Lakewood    Engineering  Co. 

TRACKLESS   TRAIN    Tractors   and    Trailers— Mercury    Mfg. 
Co. 

TRENTON-BLEICHERT    Aerial    Tramway    Systems— Amer 
ican  Steel  &  Wire  Co. 

TRIBLOC    Chain   Hoists— Ford    Chain   Block   Co. 
TWYNCONE  Friction  Clutches— Link-Belt  Co. 


IDEAL  Industrial  Trucks  and  Tractors— Binghamton  Electric  UNIROLL  Idlers   (for  Belt  Conveyors)— Link-Belt 
Truck  Co. 

INTERVEYORS,    Portable    Conveyor — Brown    Portable    Con-  WEIGHTOMETER      Automatic      Conveyor      Scales— Merriok 
veying  Machy.   Co.  Mfg.  Co. 


841 


DIRECTORY  OF  PRODUCTS 


ADJUSTABLE          LOADING 
CHUTES 
(See  Chutes) 

AERIAL    TRAMWAYS 
American    Steel    &   }Vire   Co. 
Chisholm-Moore  Mfg.  Co. 
Ford  Chain  Block  C". 
Lakeside  Bridge  &  Steel  Co. 
A.   Leschen   &   Sons  Rope  Co. 
Link-Belt    Co. 
Herbert    Morris,     Inc. 

AIR  COMPRESSORS 

(See  Compressors,   Air) 

AIR   HOISTS 

(See  Hoists.  Pneumatic) 

APRON   CONVEYORS 

(See  Conveyors,  Apron) 

ARM    ELEVATORS 

(See  Elevators,  Arm) 

ASH    CONVEYORS 
(See  Conveyors,  Ash) 

ASH   HOISTS 

(See  Hoists,  Ash) 

AUTOMATIC  ELEVATORS 

(See   Elevators,   Automatic) 

AUTOMATIC    RAILWAYS 

(See  Railways,  Automatic) 

AUTOMOBILE  TRUCKS 

(See  Trucks,  Motor) 

BACKFILLERS 

Austin  Machinery  Corpn. 
Pawling  Si  Harnischfeger  Co. 

BAGGING       DEVICES       FOR 
COAL,   ETC. 

Link-Belt  Co. 

BARREL  ELEVATORS 

(See  Elevators,   Barrel! 

BARROWS 

Geo.  P.  Clark  Co. 

BATTERIES,    STORAGE 

Edison  Storage  Battery  Co. 
Electric  Storage  Battery   I'.j. 

BATTERY    CHARGING    AP 
PARATUS 
General  Electric  Co. 
\V.  M.   Lalor  C 

BEARINGS,  BALL 

U.   S.   Ball   Hearing  Mig.   Co. 

BEARINGS,    ROLLER 

Hyatt   Roller   Bearing  Co. 

BEARINGS,  THRUST 

{_'.   S.  Ball  Bearing  Mf-j.  Co. 

BELT    CONVEYORS 

(See  Conveyors,  Belt) 

BELTS  FOR  CONVEYORS 

Haslett  Spiral  Chute  Co. 
Link-Belt  Co. 
Samuel  Olson  &  Co. 
Palmer-Bee   Co. 

BINS,  COAL 

(See  Bunkers,  Coal) 

BLAST  FURNACE  HOISTS 
C.  O.   Bartlett  &  Snow  Co. 
R.  II.   Beaumont  C-  . 
C.  W.  Hunt  Co. 
Link-Belt    Co. 
Otis  Elevator  C 

BLOCKS 

(See  Tackle  Blocks) 

BLOWERS 

General  Electric  Co. 

BODIES.    DUMP,    ETC.,   FOR 
MOTOR   TRUCKS 

White  Co. 

BOX    CAR    LOADERS 

(See  Loaders   l'"'x  Car) 

BRIDGES,  COAL 

Brown  Hoisting  Machinery  Co. 

I  .    W.    Hunt   Co. 

Lakeside  Bridge  &  S-  d  Co. 


Link-Belt  Co. 
Mead-Morrison    Mfg.    Co. 

BUCKETS,   BOTTOM    DUMP 

Blaw-Knex  Co. 
C.   W.   Hunt   Co. 
Lakewood  Engineering  Co. 
Link-Belt  Co. 
Herbert    Morris,    Inc. 
Vulcan  Ircn  Works,  Inc. 

BUCKETS,  CLAM  SHELL 

Austin  Machinery  Corpn. 

Blaw-Knox  Co. 

Brown  Hoisting  Machinery  Co. 

Hayward  Co. 

C.   W.   Hunt  Co. 

Lakewood  Engineering  Co. 

Link-Belt  Co. 

Mead-Morrison    Mfg.    Co. 

Northern  Engineering  Works 

Owen  Bucket  Co. 

Vulcan    Ircn   Works,   Inc. 

G.   II.  Williams  Co. 

BUCKETS,   DRAG   LINE 

Austin  Machinery  Corpn. 

Blaw-Knox   Co. 

Brown  Hoisting  Machinery  Co. 

Hayward  Co. 

Lakewood  Engineering  Co. 

Sauerman   Bros. 

Vulcan   Iron  Works,  Inc. 

G.    H.   Williams  Co. 

BUCKETS,       ELECTRIC 
MOTOR 

Blaw-Knox  Co. 
Hayward  Co. 

BUCKETS  FOR  ELEVATOR 
—CONVEYORS 

Austin   Machinery  Corpn. 
C.  O.   Bartlett  &.  Snow  Co. 
Brown  Portable  Conveying  Ma 
chinery  Co. 
C.    W.    Hunt    Co. 
Lakewood    Engineering   Co. 
Link-Belt  Co. 
Samuel    Olson    &   Co. 
1'almer-Bee   Co. 
Fowell  Pressed  Steel  Co. 
Stearns  ('oiiv<  yur  Co. 

BUCKETS,  ORANGE   PEEL 

Austin   Machinery   Corpn. 
Blaw-Knox  Co. 
Hayward  Co. 

Lakewood    Engineering    Co. 
Mead-Morrison    Mfg.    Co. 
Vulcan    Iron   Works,    Inc. 
O.  II.  Williams  Co. 

BUNKERS,    COAL 

C.  O.   Bartlett  &  Snow  Co. 
R.  H.  Beaumont  Co. 
Brown  Hoisting  Machinery  Co. 
C.   W.  Hunt  Co. 
Lakeside  Bridge  &  Steel  Co. 
Link-Belt  Co. 
Mead-Morrison   Mfg.  Co. 
Vulcan   Iron   Works,   Inc. 

CABLE 

(See  Wire   Rope) 

CABLE   CONVEYORS 
(See   Ccnveyors,   Cable) 

CABLE    EXCAVATORS 
Blaw-Kn<  x   Co. 
Clyde   Iron   Works 
Hayward   Co. 
Link-Belt  Co. 
Mead-Morrison    Mfu.    Co. 
Sauerman  Bros. 

CABLE    RAILWAYS 

(See  Railway>,  t';iMr  i 

CABLEWAYS 

American  Steel  &  Win-  Co. 
Blaw-Knox  Co. 
Clyde  Iron  Works 
Sauerman  Bros. 

CABLEWAYS,    ROCKING 
Railway  &  Industrial  Eng.  Co. 

CARS,     ANNEALING     FUR 
NACE 

Easton  Car  &  Construction  Co. 
Kopprj       Industrial       Car       & 
Equipment    Co. 

CARS,   CABLE 

Easton  Car  and  Construction 
Co. 

Hunt  Co.,  C.  W. 

Koppel  Industrial  Car  &  Equip 
ment  Co. 

Mead-Morrison    Mfg.    Co. 


CARS,  CHARGING 

C.  O.  Bartlett  &  Snow  Co. 

George  P.  Clark  Co. 

Easton  Car  &  Construction  Co. 

C.   W.   Hunt   Co. 

Koppel       Industrial       Car       & 

Equipment    Co. 
Lakewood  Engineering  Co. 

CARS,   CREOSOTING 

Easton  Car  &  Construction  Co. 
Koppel  Industrial  Car  &  Equip 
ment  Co. 

CARS,   DUMP 

Easton  Car  &  Construction  Co. 

C.    W.    Hunt   Co. 

Koppel       Industrial       Car       & 

Equipment    Co. 
Lakewood    Engineering   Co. 

CARS,    FLAT 

Easton  Car  &  Construction  Co. 
Koppel       Industrial       Car       & 
Equipment    Co. 

CARS,  FOUNDRY 

George    P.    Clark   Co. 

Easton  C'ar  &  Construction  Co. 

C.  W.   Hunt  Co. 

Koppel        Industrial        Car       & 

Equipment    Co. 
Lakewood   Engineering   Co. 

CARS,    HOPPER 

Easton  Car  &  Construction  Co. 
Koppel  Industrial  Car  &  Equip 
ment  Co. 
Lakewood    Engineering  Co. 

CARS,  INDUSTRIAL 

Austin  Machinery  Corpn. 

George  P.  Clark  Co. 

Easton  Car  &  Construction  Co. 

C.   W.   Hunt   Co. 

Koppel       Industrial       Car      & 

Equipment    Co. 
Lakewood   Engineering  Co. 
Link-Belt  Co. 
Herbert    Morris,    Inc. 
Northern  Engineering  Works 

CARS,  LOGGING 

Easton  Car  &  Construction  Co. 
C.  W.  Hunt  Co. 
Koppel  Industrial  Car  &  Equip 
ment   Co. 

CARS,    MINE 

Easton  Car  &  Construction  Co. 
C.   W.   Hunt  Co. 
Koppel  Industrial  Car  &  Equip 
ment   Co. 

CARS,    ORE 

Brown  Hoisting  Machinery  Co. 
Easton  Car  &  Construction  Co. 
C.  W.  Hunt  Co. 
Koppel       Industrial       Car       \- 
Kquipment    Co. 

CARS,    PLANTATION 

Easton  Car  &  Construction  Co. 
Koppel  Industrial  Car  &  Equip 
ment   Co. 

CARS,  PLATFORM 

Easton  Car  &  Construction  Co. 
C.  W.  Hunt  Co. 
Koppel  Industrial  Car  &  Equip 
ment   Co. 
Lakewood   Engineering  Co. 

CARS,  QUARRY 

Easton  Car  &  Construction  Co. 
Koppel  Industrial  Car  &  Equip 
ment   Co, 

CARS,  SCOOP 

Easton  Car  &  Construction  Co. 
Koppel   Industrial  Car  &  Equip 
ment    Co. 

CARS,   SKIP 

Easton  Car  &  Construction  Co. 
C.  W.  Hunt  Co. 
Koppel   Industrial   Car  &-  Equip 
ment    Co. 

CARS,   STEEL    MILL 

C.    O.    Bartlelt   &   Snow   Co. 

George  P.   Clark  Co. 

Easton  Car  &  Construction  Co. 

C.   W.   Hum   Co. 

Koppel       Industrial       Car       & 

Equipment   Co. 
Lakewood    Engineering   Co. 

CARS,  TRANSFER 

Easton  Car  &  Construction  Co. 
C.   W.  Hunt  Co. 
Koppel       Industrial       Car       & 
Equipment   Co. 


CAR     HAULS    AND    PULL 
ERS 

C.  O.  Bartlett  &  Snow  Co. 
Clyde   Iron  Works 
Easton  Car  &  Construction  Co. 
C.  W.  Hunt  Co. 
Link-Belt   Co. 
Mead-Morrison    Mfg.    Co. 
Herbert   Morris,   Inc. 
Northern  Engineering  Works 
Sprague  F^lectric  Works 

CARRIERS,    PNEUMATIC 
Lamson   Co. 

CARRIERS,   WIRE   LINE 

Chisholm-Moore  Mfg.  Co. 
Lamson  Co. 

CARTS,    HAND 
George  P.  Clark  Co. 
Lakewood    Engineering  Co. 
Mercury  Manufacturing  Co. 

CASTERS 

Brown  Portable  Conveying  Ma 
chinery  Co. 
George   P.  Clark  Co. 
Mercury  Manufacturing  Co. 
Terry  Manufacturing  Co. 

CENTRIFUGAL       DIS 
CHARGE    ELEVATORS 

(See  Elevators,  Bucket) 

CHAIN  FOR  CONVEYORS 
C.  O.  Bartlett  &  Snow  Co. 
Brown  Portable  Conveying  Ma 
chinery  Co. 
C.  W.  Hunt  Co. 
Link-Belt  Co. 
Samuel  Olson  &  Co. 
Palmer-Bee    Co. 
Standard  Conveyor  Co. 
Stearns  Conveyor  Co. 

CHAIN    BLOCKS 

(See    Hoists,    Chain) 

CHAIN    HOISTS 
(See  Hoists,   Chain) 

CHUTES,          ADJUSTABLE 
LOADING 

C.   O.   Bartlett  &  Snow  Co. 
Haslett  Spiral  Chute  Co. 
C.  W.  Hunt  Co. 
Lamson    Co. 
Link-lielt  Co. 
Standard  Conveyor  Co. 

CHUTES,  SPIRAL 

Haslett  Spiral   Chute  Co. 
C.  W.   Hunt  Co. 
Lamson   Co. 
Samuel    Olson  &   Co. 
Otis   Elevator  Co. 
Palmer- Bee    Co. 
Standard  Conveyor  Co. 

CLAM    SHELL    BUCKETS 

(See   Buckets,   Clam   Shell) 

COAL    BRIDGES 

Brown  Hoisting  Machinery  Co. 

C.  W.  Hunt  Co. 

Lakeside  Bridge  Sc  Steel  Co. 

Link-Belt  Co. 

Manning,    Maxwell    &    Moore, 

Inc. 

Mead-Morrison    Mfg.    Co. 
Shepard  Electric  Crane  &  Hoist 

Co. 

COAL  BUNKERS 
(See  Bunkers,  Coal) 

COAL    CRUSHERS 

C.  O.  Bartlett  &  Snow  Co. 
R.   H.   Beaumont  Co. 
C.  W.  Hunt  Co. 
Link- Belt  Co. 
Mead-Morrison    Mfg.    Co. 

COAL    HOISTING  TOWERS 
C.  W.  Hunt  Co. 
Link- Belt  Co. 
Mead-Morrison    Mfg.    Co. 

COAL    TIPPLES 

C.  O.   Bartlett  &  Snow  Co. 
Lakeside  Bridge  &  Steel  Co. 
Link-Belt  Co. 
Stearns  Conveyor  Co. 

COMPRESSED     AIR     LOCO 
MOTIVES 

(See  Locomotives,  Compressed 
Air) 

COMPRESSORS,    AIR 

General  Electric  Co. 


842 


DIRECTORY  OF  PRODUCTS 


CONTAINERS,      MACHINES 
FOR   SEALING 
National   Binding   Machine  Co. 

CONTINUOUS  BUCKET 

ELEVATORS 

(See  Elevators,  Bucket) 

CONTROLLERS,  ELECTRIC 

General    Klectric   Co. 

Ohio  Electric  St  Controller  Co. 

Westinghouse  Elec.  &  Mfg.  Co. 

CONVEYORS,   APRON 
C.  O.  Bartlett  &  Snow  Co. 
Brown  Portable  Conveying  Ma 
chinery  Co. 

Haslctt  Spiral  Chute  Co. 
C.  W.  Hunt  Co. 
Lamson   Co. 
Link-licit  ('<>. 
McKinney-lIarrington   Co. 
Samuel  Olicn  &  Co. 
Palmer-Bee   Co. 
Standard   Conveyor  Co. 
Stearns  Conveyor  Co. 

CONVEYORS,    ASH 

C.  O.   Bartlett  &  Snow  Co. 
C.   \V.   Hunt  Co. 
Link-Kelt    Co. 
Mead-Morrison    Mfg.    Co. 
Samuel  Olson  &  Co. 
Palmer-Bee  Co. 
Portable    Machinery   Co. 

CONVEYORS,  BELT 

Barber-Greene  Co. 
C.  O.   Bartlett  &  Snow  Co. 
Brown  Portable  Conveying  Ma 
chinery  Co. 

Haslett  Spiral  Chute  Co. 
C.   W.   Hunt  Co. 
Lakeside  Bridge  &  Steel  Co. 
Lamsor:   Co. 
Link-Belt    Co. 
McKinney-Ilarringtun  Co. 
Samuel   Olson    &   Co. 
Palmer-Bee   Co. 
Portable   Machinery  Co. 
Standard  Conveyor  Co. 
Stearns  Conveyor  Co. 

CONVEYORS,  CABLE 
C.  O.   Bartlett  &  Snow  Co. 
R.  H.  Beaumont  Co. 
Lamson  Co. 
Link-Belt    Co. 
Mead-Morrison    Mfg.    Co. 
Samuel  Olson  &  Co. 
Palmer-Bee  Co. 

CONVEYORS,    FLIGHT 

C.  O.   Bartlett  &  Snow  Co. 
Brown  portable  Conveying  Ma 
chinery  Co. 

Haslett  Spiral  Chute  Co. 
C.    W.    Hunt    Co. 
Lamson  Co. 
Link-Belt    Co. 
Palmer-Bee  Co. 
Standard  Conveyor  Co. 
Stearns   Conveyor    Co. 

CONVEYORS.    GRAVITY 
ROLLER 

Haslett   Sm'ral   Chute  Co. 
Lamson  Co. 

Mead-Morrison     Mfj.    Co. 
Samuel  Olson  &  Co. 
Palmer-Bee  Co. 
Standard  Conveyor  Co. 

CONVEYORS,     HAULAGE 

C.  O.   Bartlett  &  Snow  Co. 
Clyde  Iron  Works 
C.   W.   Hunt  Co. 
Lamson  Co. 
Link-Melt    Co. 
Samuel  Olson  &  Co. 
Palmer-Bee  Co. 
Standard  Conveyor  Co. 

CONVEYORS,  PAN 

C.  O.  Bartlett  &   Snow  Co. 
Haslett  Spiral  Chute  Co. 
C.   W.  Hunt  Co. 
Lamson  Co. 
Link-Belt   Co. 
Samuel  Olson  &  Co. 
Palmer-Bee    Co. 
Stearns  Conveyor  Co. 

CONVEYORS,    PIVOTED 
BUCKET  CARRIER 

C.   O.    Bartlett   &    Snow   Co. 
Haslett    Spiral    Chute    Co. 
C.   W.   Hunt  Co. 
Link-Belt   Co. 
Mead-Morrison    Mfg.    Co. 
Samuel   Ols<  n    &   Co. 
Palmer-Bee   Co. 
Stearns  Conveyor  Co. 


CONVEYORS,    PLATFORM 

C.  O.    Bartlett  &   Snow  Co. 
Brown  Portable  Conveying  Ma 
chinery  Co. 

Haslett   Spiral   Chute  CD. 
C.   W.   Hunt  Co. 
Lamson  Co. 
Link-Belt  Co. 
Palmer-Bee    Co. 
Standard  Conveyor  Co. 
Stearns  Conveyor  Co. 

CONVEYORS,   PNEUMATIC 
Lamson  Co. 

CONVEYORS,  PORTABLE 

Austin  Machinery  Corpn. 
Barber-Greene  '  o. 

Brown  Portable  Conveying  Ma 
chinery  Co. 
Link-Belt   Co. 
McKinney-I  larrington  Co. 
Samuel  Olson  &  Co. 
Portable  Machinery  Co. 

CONVEYORS,    PUSH    BAR 

Haslett   Spiral   Chute  Co. 
Samuel   Olson  &  Co. 
Palmer-Bee   Co. 
Standard  Conveyor  Co. 

CONVEYORS,    RETARDING 
C.  O.  Bartlett  &  Snow  Co. 
Haslett  Spiral  Chute  CD. 
Link-Belt   Co. 
Samuel   Olson   &  Co. 
Palmer-Bee  Co. 

CONVEYORS,   SCREW 
C.   O.   Bartlett  it   Snow  Co. 
Link-Belt    Co. 
Samuel  Olson  &  Co. 
Palmer-Bee   Co. 
Stearns  Conveyor  Co. 

CONVEYORS,    WIRE    LINE 

Chisholm-Moore  Mfg.  Co. 
Lamson  Co. 

CORRUGATED  CONTAIN 
ERS,  MACHINES  FOR 
SEALING 

National    Binding    Machine    C  o. 

CRANE       TRUCKS,       ELEC 
TRIC 
(See  Trucks,  Crane,  Electric) 

CRANES,    FULL    CIRCLE 
Dravo    Contracting    Co. 
Terry  Manufacturing  Co. 

CRANES,    GANTRY 

Brown  Hoisting  Machinery  Co. 

Chisholm-Moore  Mfg.  Co. 

Cleveland   Crane   &   Eng.    Co. 

Clyde  Iron  Works 

C.    \V.    Hunt    Co. 

Lakeside    Bridge    &    Steel    Co. 

Herbert  Morris  Crane  &  Hoist 

Co. 

Manning,    Maxwell    &    Mo,  rt1, 

Inc. 

Mead-Morrison    Mfg.    Co. 
Northern    Engineering   Works 
Pawling  S:   Harnischfeger  Co. 

CRANES,    JIB 

Brown   Hoisting  Marhim-rx   Co. 
Chisholm-Moc  re    Mfg.    Co. 
Clyde   Iron    Works 
Lakeside  Bridge  it  Steel  Co. 
Manning,    Maxwell    &    Moore, 

Inc. 

Herbert    Morris,    Inc. 
Northern    Engineering    Works 
Palmer- Bee   Co. 
Tau  Him    iV    1  larnischfeger   Co. 
Shepard  Electric  Crane  &  Hoist 

Co. 
Terry   Manufacturing  Co. 

CRANES,  LOCOMOTIVE 
Austin   Machinery  Corpn. 
Brown  Hoisting  Machinery  Co. 
Herbert    Morris,    Inc. 
Link-Belt  Co. 
Pawling    &    Harnischfeger    Co. 

CRANES,    MOTOR    TRUCK 

Mead-Morrison    Mfg.    Co. 

CRANES,  OVERHEAD 
TRAVELING,  BRIDGE. 
ELECTRICALLY  O  P  E  R- 
ATED 

Brown  Hoisting  Machinery  Co. 
Chesapeake   Iron  Works 
Chisholm-Moore  Mfg.  Co. 
Cleveland  Crane  St  Eng.  Co. 
Euclid  Crane  &  Hoist  Co. 
C.  W.  Hunt  Co. 
Lakeside   Bridge  it  Steel  Co. 


Manning,    Maxwell    &    Moore, 

Inc. 

Herbert    Mm  i  is.    Inc. 
Northern    Engineering   Works 
Shepard  Electric  Crane  &  Hoist 

Co. 
Sinaguc    Electric  Works 

CRANES,       OVERHEAD 
TRAVELING,     BRIDGE, 
HAND   OPERATED 
Brown  Hoisting  Machinery  Co. 
Chisholm-Moore  Mfg.  Co. 
Cleveland  Crane  &  Eng.  Co. 
C.    W.    Hunt   Co. 
Lakeside  Bridge  &  Steel  Co. 
Manning,    Maxwell    &    Moore, 

Inc. 

Maris  Bros. 
Herbert    Morris,   Inc. 
Northern    Engineering  Works 
Palmer- Bee    Co. 
Reading  Chain  &  Block  Corpn. 
Shepard  Electric  Crane  &  Hoist 
Co. 

CRANES,   PILLAR 

Brown  Hoisting  Machinery  Co. 
Chisholm-Moore  Mfg.  Co. 
Clyde    Iron   Works 
Lakeside   Bridge  &  Steel  Co. 
Herbert   Morris,    Inc. 
Northern  Engineering  Works 
Pawling  &  Harnischfeger  Co. 

CRANES,   PILLAR  JIB 

Brown  Hoisting  Machinery  Co. 
Chisholm-Moore  Mfg.  Co. 
Lakeside  Bridge  &  Steel  Co. 
Herbert    Morris,   Inc. 
Northern  Engineering  Works 
Pawling  &  Harnischfeger  Co. 

CRANES,      STATIONARY 
REVOLVING    TYPE 
Brown  Hoisting  Machinery  Co. 
Clyde  Iron  Works 
Dravo  Contracting  Co. 
Lakeside  Bridge  &  Steel  Co. 
Herbert    Morris,   Inc. 
Northern  Engineering  Works 
Pawling  it  Harnischfeger  Co. 
Terry   Manufacturing  Co. 

CRANES,    TRACTOR 
Austin  Machinery  Corpn. 
Pawling  it   Harnischfeger  Co. 
Terry   Manufacturing   Co. 

CRANES,  WALL 

Brown  Hoisting  Machinery  Co. 
Chisholm-Moore  Mfg.  Co. 
Clyde    Iron   Works 
Euclid    Crane   &    Hoist    Co. 
Lakeside   Bridge  &   Steel  Co. 
Manning,     Maxwell    it     Moore, 

Inc. 

Herbert    Morris,    Inc. 
Northern  Engineering  W<  rks 
Pawling   it    HarnisclifeRer  Co. 
Terry  Manufacturing  Co. 

CROSSINGS,  RAILROAD 

(INDUSTRIAL   RAILWAY) 
Easton  Car  it  Construction  Co. 
Koppel  Industrial  Car  &  Equip 
ment  Co. 
Lakewood    Engineering   Co. 

DERRICK     FITTINGS 
American  Steel  it  Wire  Co. 
Clyde   Iron   Works 
Dravo  Contracting  Co. 
C.   W.   Hunt  Co. 
Herbert    Morris,    Inc. 
Terry  Manufacturing  Co. 

DERRICK   SWINGERS 

Clyde  Iron  Works 
Dravo   Contracting  Co. 
Mead-Morrison    Mfg.    Co. 
Terry  Manufacturing  Co. 

DERRICKS 

Clyde   In  11   Works 
Dravo  Contracting  Co. 
C.  W     Hunt  Co. 
Lake-ide  Bridge  Sr  Steel  Co. 
Mead-Morrison  Mfg.  Co. 
Herbert   Morris,   Inc. 
Northern    Engineering   Works 
Terry  Manufacturing  Co. 

DERRICKS.   BARGE 

Dravo    C<  ntracting    Co. 
Terry  Manufacturing  Co. 

DERRICKS.    GUY 

Clyde    Iron    Works 
Dravo    Contracting    Co. 
Terry  Manufacturing  Co. 


DERRICKS,  STIFF  LEG 
Clyde    Iron    Works 
Dravo    Contracting    Co. 
Terry  Manufacturing  Co. 

DERftlCKS,  TRAVELING 
Clyde  Iron  Works 
Dravo    Contracting    Co. 
Hay  ward   Co. 

Lakeside  Bridge  &  Steel  Co. 
Manning,    Maxwell    &    Morre, 

Inc. 

Mi  ad-Morrison    Mfg.    Co. 
Terry    Manufacturing   Co. 

DISTILLING   APPARATUS 
W.  M.  I-alor  Co. 

DRAG   LINE  SCRAPERS 
R.  II.  Beaumont  Co. 
Sauerman   Bros. 

DUMP    BODY    INDUSTRIAL 
TRUCKS 

(See  Trucks,  Industrial,  Dump 
Body) 

DUMP        BODIES,        MOTOR 
TRUCKS 
White   Co. 

DUMP  CARS 

Easton  Car  &  Construction  Co. 
C.    W.   Hunt   Co. 
Koppel  Industrial  Car  &  Equip 
ment  Co. 
Lakewood   Engineering  Co. 

DUMPERS,  CAR 

Brown  Hoisting  Machinery  Co. 
Car-Dumper  &  Equipment  Co. 
Link-Belt    Co. 
Mead-Morrison    Mfg.    Co. 

ELECTRIC      FREIGHT      EL- 
EVATORS 

(See    Elevators,    Freight) 

ELECTRIC  LOCOMOTIVES 

(See  Locomotives,  Electric) 

ELECTRIC  MOTORS 
General   Electric  Co. 
Howell   Electric   Motors  Co. 
Sprague  Electric  Works 
Westinghouse  Elec.  &  Mfg.  Co. 

ELEVATING    TRUCKS,    IN 
DUSTRIAL 

(See  Trucks) 

ELEVATORS,          FREIGHT, 
AUTOMATIC 
Otis  Elevator  Co. 
H.  J.  Reedy  Co. 
Watson  Elevator  Co. 

ELEVATORS,  BARREL 
C.  O.   Bartlett  &  Snow  Co. 
Brown  Portable  Conveying  Ma 
chinery  Co. 

Haslett  Spiral  Chute  Co. 
Lamson   Co. 
Link-Belt    Co. 
Samuel   Olson  &  Co. 
Palmer-Bee    Co. 
Standard   Conveyor   Co. 
Stearns  Conveyor  Co. 

ELEVATORS,  BUCKET 
C.   O.   Bartlett  &   Snow  Co. 
R.    H.    Beaumont   Co. 
Haslett   Spiral  Chute  Co. 
C.   W.  Hunt  Co. 
Lamson  Co. 
Link-Belt  Co. 
Mead-Morrison    Mfg.    Co. 
Samuel  Olson  &  Co. 
Palmer-Bee    Co. 
Stearns  Conveyor  Co. 

ELEVATORS,   FREIGHT 

Otis  Elevator  Co. 
H.  J.  Reedy  Co. 
Watson  Elevator  Co. 

ELEVATORS,          INCLINED 
BUCKET 

C.   O.    Bartlett   &    Snow   Co. 
Brown  Portable  Conveying  Ma 
chinery  Co. 

Haslett  Spiral  Chute  Co. 
C.   W.   Hunt  Co. 
Lamson   Co. 

Lakeside  Bridge  &  Steel  Co. 
Link-Belt   Co. 
McKinney-IIarrington  Co. 
Samuel  Olson  &  Co. 
Palmer-Bee    Co. 
Standard   Conveyor   Co. 
Stearns  Conveyor  Co. 


843 


DIRECTORY  OF  PRODUCTS 


ELEVATORS,  PORTABLE 

Barber-Oreene  Co. 
C.  O.  Bartlett  &   Snow  Co. 
Brown  Portable  Conveying  Ma 
chinery    Co. 

Haslett  Spiral  Chute  Co. 
Lamson    Co. 
Link-Belt  Co. 
McKinney-IIarrington    Co. 
Samuel  Olson  &  Co. 
Palmer-Bee   Co. 

ELEVATORS,  SIDEWALK 

Otis  Elevator  Co. 
H.  J.  Reedy  Co. 
Watson  Elevator  Co. 

ENGINES,   HOISTING 

(See  Hoisting  Engines) 

ESCALATORS 

Otis  Elevator   Co. 

EXCAVATORS,  CABLEWAY 

Clyde  Iron  Works 
Hayward    Co. 
Link-Belt  Co. 
Sauerman   Bros. 

EXCAVATORS,  DITCH   AND 
TRENCH 

Austin  Machinery  Corpn. 
Clyde   Iron  Works 
Pawling  &  HarnischfeRcr  Co. 

EXCAVATORS,    DRAGLINE 

Austin  Machinery  Corpn. 

Dravo  Contracting  Co. 

Hayward   Co. 

Link-Belt   Co. 

Pawling  &   Harnischfeger   Co. 

Sauerman  Bros. 

FIBRE  CONTAINERS. 

MACHINES     FOR     SEAL 
ING 
National   Binding    Machine    Co. 

FIRELESS      LOCOMOTIVES 

(See  Locomotives,  Fireless) 

FLIGHT   CONVEYORS 

<  See  Conveyors,  Flight) 

FREIGHT    ELEVATORS 

(See  Elevators,  Freight) 

FROGS,    FOR    INDUSTRIAL 
RAILWAYS 

Easton  Car  &  Construction  Co. 
Koppel  Industrial  Car  &  Equip 
ment   Co. 
Lakewood    Engineering   Co. 

GANTRY    CRANES 

(See    Cranes,    Gantry) 

GASOLINE    HOISTING    EN 
GINES 

( See    Hoisting    Engines,    Gaso 
line) 

GASOLINE     TRUCKS     AND 
TRACTORS 

(See  Trucks  and   Tractors) 

GENERATORS     FOR     LIFT 
ING    MAGNETS 

General    Electric   Co. 
Westinghouse  Elec.  &  Mfg.  Co. 

GRAB   BUCKETS 

(See   Buckets) 

GRAPPLES 

Blaw-Knox  Co. 
Hayward   Co. 

Lakewood  Engineering  Co. 
Mead-Morrison    Mfg.    Co. 
Owen  Bucket  Co. 
Vulcan   In  n   Wnrks,   Inc. 
G.  H.  Williams  Co. 

GRAVITY   ROLLER   CON 
VEYORS 

<  So<-         Convevors,         Gravity 

Roller) 

GRAVITY       SPIRAL       CON 
VEYORS 

llaslett  Spiral  Chute  Co. 
Lamson  Co. 
Otis    Elevator    Co. 
Samuel    Olsi  n   &   Co. 
Palmer-Bee    Co. 
Standard  Conveyor  Co. 

HAND    HOISTS 
(See  Hoists) 


HAND   LIFT  TRUCKS 
(See  Trucks,  Hand  Lift) 

HAND  TRUCKS 

(See  Trucks,  Hand) 

HAULS,    CAR 

(See  Car  Hauls) 

HAULAGE    CONVEYORS 
(See    Conveyors,    Haulage) 

HOISTING         ENGINES, 
ELECTRIC 

Clyde  Iron   Works 
C."  W.    Hunt   Co. 
Mead-Morrison    Mfg.    Co. 
Northern  Engineering  Works 
H.  J.   Reedy  Co. 
Vulcan  Iron  Works,  Inc. 

HOISTING        ENGINES. 
GASOLINE 

Clyde  Iron  Works 
Mead-Morrison    Mfg.    Co. 

HOISTING         ENGINES. 
STEAM 

Clyde    Iron   Works 
C.   W.   Hunt  Co. 
Mead-Morrison    Mfg.    Co. 
IT.   J.    Reedy   Cn. 

HOISTS,    AIR 

(See  IL  ists.  Pneumatic) 

HOISTS,   CHAIN 

Chisholm-Moore  Mfg.  Co. 
I'ord  Chain   Block   Co. 
Herbert    Morris,    Inc. 
Palmer-Bee   Co. 
Reading    Chain  &  Block  Corpn. 
Wright  Manufacturing  Co. 

HOISTS,    ELECTRIC,    CAGE 
OPERATED 

Brown  Hoisting  Machinery  Co. 
Cleveland  Crane  &  Eng.  Co. 
Lakeside  Bridge  &  Steel  Co. 
Link-Belt   Co. 
Manning,    Maxwell    &    Moore, 

Inc. 

Pawling  &  Harnischfeger  Co. 
Reading   Chain  &  Block  Corpn. 
rihepard  Electric  Crane  &  Hoist 

Co. 
Sprague   Electric  Works 

HOISTS,     ELECTRIC, 
FLOOR     OPERATED 

Brown  Hoisting  Machinery  Co. 
Cleveland  Crane  &  Eng.  Co. 
Euclid  Crane  &  Hoist  Co. 
Herbert   Morris,    Inc. 
Lakeside  Bridge  &  Steel  Co. 
Link-Belt  Co. 
Manning,    Maxwell    &    Moore, 

Inc. 

Maris    Brcs. 
Palmer-Bee    Co. 
Pawling  iv   Harnischfeger  Co. 
Reading  Chain  &  Block  Corpn. 
Shepard  Electric  Crane  &  Hoist 

Co. 
Sprague  Electric  Works 

HOISTS,   MONORAIL 

Brown  Hoisting  Machinery  Co. 
Chisholm-Moore  Mfg.   Co. 
Cleveland  Crane  &  Eng.  Co. 
Euclid  Crane  Jt  Hoist  Co. 
Link-Belt   Co. 
Manning,    Maxwell     &    Moore, 

Inc. 

Northern  Engineering  Works 
Pawling  &  Harnischfeger  Co. 
Shepard  Electric  Crane  &  Hoist 

Co. 
Sprague  Electric  Works. 

HOISTS,    PNEUMATIC 
Chisholm-Moore  Mfg.  Co. 

Herbert    Morriv     Inc. 
Northern    Engineering  Works 
Palmer-Bee   Co. 

INCLINE    RAILWAYS 
Otis   Elevator    Co. 

INDUSTRIAL  CARS 

(See  Cars,   Industrial) 

INDUSTRIAL      LOCOMO- 
TIVES 

(See  Loci. motives,    Industrial) 

INDUSTRIAL    RAILWAYS 

'See   Railways,    Industrial) 

INDUSTRIAL   TRAILERS 

(See  Trailers) 


INDUSTRIAL  TRUCKS 

(See  Trucks) 

LARRIES 

C.   O.   Bartlett  &   Snow  Co. 
R.   H.   Beaumont   Co. 
C.  W.   Hunt  Co. 
Link-Belt  Co. 
Mead-Morrison     Mfg.     Co. 

LIFTING    MAGNETS 

Ohio  Electric  &  Controller  Co. 

LIFT  TRUCKS 
(Sec  Trucks) 

LIMIT  SWITCHES,  SAFETY 

General   Electric  Cu. 

Ohio  Electric  &  Controller  Co. 

Westinghouse  Elec.  &  Mfg.  Co. 

LOADERS,  BOX  CAR 

Barber-Greene  Co. 
Brown  Portable  Conveying  Ma 
chinery  Co. 

Haslett  Spiral  Chute  Co. 
l.amson    Co. 
Link-Belt  Co. 

McKinney-Harrington    Co. 
Portable   Machinery    Co. 

LOADERS,       TRUCK       AND 
WAGON 

Austin    Machinery    Cnrpn. 
Barber-Greene  Co. 
Link-Belt   Co. 
McKinney-Harrington  Co. 
Portable   Machinery  Co. 

LOCOMOTIVE     CRANES, 
ELECTRIC 

Brown  Hoisting  Machinery  Co. 
Link-Belt   Co. 

LOCOMOTIVE     CRANES, 
GASOLINE 

Brown  Hoisting  Machinery  Co. 
Pawling  &  Harnischfeger  Co. 

LOCOMOTIVE     CRANES, 
STEAM 

Brown  Hoisting  Machinery  Co. 
Link-Belt    Co. 

Herbert  Morris  Crane  &  Hoist 
Co. 

LOCOMOTIVES     COM 
PRESSED  AIR 
H.   K.   Porter  Co. 

LOCOMOTIVES,    ELECTRIC 

Automatic  Transportation  Co. 

Baker  R  &  L  Co. 

Binghamton  Electric  Truck  Co. 

General    Electric    Co. 

C.   W.   Hunt  Co. 

Koppel       Industrial       Car       & 

Equipment    Co. 
Mead-Morrison    Mfg.    Co. 
Westinghouse  Elec.  &  Mfg.  Co. 

LOCOMOTIVES,    FIRELESS 

II.  K.  Porter  Co. 

LOCOMOTIVES,   GASOLINE 

Kaston  Car  &  (.'instruction  Co. 
Lakewood  Engineering  Co. 

LOCOMOTIVES,   MINE 
(General   Electric  Co. 
C.  W.  Hunt  Co. 
H.  K.  Porter  Co. 
Westinghouse  Elec.  &  Mfg.  Co. 

LOCOMOTIVES,  STEAM 
Easton  Car  &  Construction  Co. 
Koppel       Industrial       Cnr       & 

Equipment    Ci> 
H.   K.    Porter   Co. 

LOCOMOTIVES,  STORAGE 
BATTERY 

Automatic  Transportation  Co. 
Baker  R  &   I.   Co. 
Binghamtrn  Electric  Truck  Co. 
General  Electric  Co. 
C.    W.    Hunt    Co. 
Westinghouse  Elec.  &  Mfg.  Co. 

MAGNETIC    BRAKES 

General   Electric   Co. 
Westinghouse  Elec.  &  Mfg.  Co. 

MAGNETS,    LIFTING 
(See  Lifting   Magnets) 

MANUFACTURING       CON 
VEYORS 

Palmer-Bee    Co. 

MAST   AND    GAFF    RIGS 
Dravo    Contracting    Co. 
C.    W.   Hunt   Co. 


Mead-Morrison    Mfg.    Co. 
Terry  Manufacturing  Co. 

MICRO        LEVELING        EL- 
EVATORS 

Otis   Elevator   Co. 

MOTOR    TRUCKS 

White  Co. 

PILING   MACHINES,  PORT 
ABLE 

Barber-Greene  Co. 
Brown  Portable  Conveying  Ma 
chinery  Co. 

Haslett  Spiral  Chute  Co. 
Link-Belt   Co. 
McKinney-Harrington    Co. 
Portable    Machinery    Co. 

PIVOTED      BUCKET      CAR 
RIERS 

C.  O.  Bartlett  \-   Snow  Co. 
Haslett  Spiral  Chute  Co. 
C.  W.  Hunt  Co. 
Link-Belt   Co. 
Mead-Morrison    Mfg.    Co. 
Palmer-Bee   Co. 
Stearns  Conveyor  Co. 

PLATFORM    CONVEYORS 

(See  Conveyors,  Apron) 

PLATFORMS        FOR        LIFT 
TRUCKS 

Automatic  Transportation  Co. 
George  P.  Clark  Co. 
Cowan  Truck  Co. 
Elwell-Parker  Electric  Co. 
Lakewood    Engineering    Co. 
Powell    Pressed    Steel    Co. 

PNEUMATIC    HOISTS 

(See  Hoists,  Pneumatic) 

PNEUMATIC  TUBES 
Lamson  Co. 

PORTABLE        BELT       CON 
VEYORS 

Barber-Greene  Co. 

Brown       Portable       Conveying 

Machinery    Co. 
Haslett   Spiral  Chute  Co. 
Lamson  Co. 
Link-Belt   Co. 
McKinney-Harrington  Co. 
Samuel  Olson  &  Co. 
Palmer-Bee    Co. 
Portable  Machinery  Co. 
Standard    Conveyc.r    Co. 
Stearns  Conveyor  Co. 

PORTABLE  BUCKET  CON 
VEYORS 

Austin  Machinery  Corp. 
Barber-Greene  Co. 
C.  O.   Bartlett  &    Snow  Co. 
Brown  Portable  Conveying  Ma 
chinery  Co. 
Link-Belt  Co. 
McKinney-Harrington  Co. 
Palmer-Bee  Co. 

PROGRESSIVE    ASSEMBLY 
CONVEYORS 

Palmer-Fee   Co. 

PORTABLE    ELEVATORS 

(See  Elevators,  Portable) 

PULLERS,   CAR 

(  See  Car  Hauls  and  Fullers) 

RAILS.   INDUSTRIAL  RAIL 
WAY 

(See    Track.     Industrial    Rail 
way  ) 

RAILWAYS,  AUTOMATIC 
C.  W.  Hunt  Co. 
Link-Belt   Co. 
Mead-Morrison    Mfg.    Co. 

RAILWAYS,   CABLE 

Clyde   Iron    Works. 
C.  W.  Hunt  Co. 
Link- Belt  Co. 
Mead-Morrison    Mfg.   Co. 

RAILWAYS,    INDUSTRIAL 
Easton  Car  &  Construction  Co. 
C.  W.  Hunt  Co. 
Koppel       Industrial       Car       & 

Equipment    Co. 
Lakewood    Engineering   Co. 

ROLLER    BEARINGS 
Hyatt  Roller  Bearing  Co. 

ROPE,    MANILA 
C.  W.  Hunt  Co. 


844 


DIRECTORY  OF  PRODUCTS 


ROPES,    WIRE 
American  Steel  &  Wire  Co. 
A.  Leschen  &  Sons  Rope  Co. 

ROTARY  CAR    DUMPERS 
Car-Dumper  &  Equipment  Co. 

SCALES,          AUTOMATIC 
CONVEYOR 

Merrick    Scale    Manufacturing 
Co. 

SCALES 

C.  W.  Hunt  Co. 

Meirick    Scale    Manufacturing 
Co. 

SCREW    CONVEYORS 

(See  Conveyors,   Screw) 

SEALING    MACHINES    FOR 
FIBRE         AND        CORRU 
GATED    CONTAINERS 
National  Binding  Machine  Co. 

SHIP    BUNKERING    EQUIP 
MENT 

C.  W.  Hunt  Co. 
Link-Belt  Co. 
Mead-Morriaon  Mfg.  Co. 

SHOP   BOXES 
Ceo.  P.  Clark  Co. 
I'i  well    Pressed    Steel    Co. 

SHOVELS,         ELECTRIC 
(POWER    OPERATED) 
C.    \V.    Hunt    Co. 

SHOVELS,        GASOLINE     I 
(POWER    OPERATED) 

Austin    Machinery    Corpn. 
Brown  Hoisting  Machinery  Co. 
Pawling  &  Harnischfeger  Co. 

SHOVELS.  STEAM  (POWER 
OPERATED) 

Austin  Machinery  Corpn. 
C.  \V.  Hunt  Co. 
Vulcan  Iron  Works,  Inc. 

SIDEWALK    ELEVATORS 
(Sec  Elevators,  Sidewalk) 

SKIDS 

(See       Platforms       for     Lift 
Trucks) 

SKIP    HOISTS 

C.  O.  Bartlett  &   Snow  Co. 
R.  H.  Beaumont  Co. 
Clyde   Iron   Works. 
C.    W.   Hunt   Co. 
Link-Belt   Co. 
Otis  Elevator  Co. 
Stearns  Conveyor  Co. 

SKIPS 

C.  O.   Bartlett  &  Snow  Co. 
R.  H.   Beaumont  Co. 
Blaw-Knox  Co. 

Easton  Car  &  Construction  Co. 
C.   W.  Hunt  Co. 
Koppel  Industrial  Car  &  Equip 
ment    Co. 
Link-Belt   Co. 

SLAT  CONVEYORS 

(See  Conveyors,  Apron) 

SPIRAL  CHUTES 

(See    Gravity     Spiral    Convey 
ors) 


STEAM       ENGINE      GEN 
ERATING         SETS         FOR 
LIFTING    MAGNETS 
General    Klcctric    Co. 
Westinghouse   Electric   &   Mfg. 
Co. 

STEAM    LOCOMOTIVES 
(See  Locomotives,  Steam) 

STILLS,  WATER 
W.   M.    Lalor   Co, 

STORAGE   BATTERIES 
Edison  Storage  Battery  Co. 
Electric  Storage  Battery  Co. 

STORAGE  BATTERY 

LOCOMOTIVES 

(See  Locomotives,  Storage  Bat 
tery) 

STORAGE    BATTERY 
TRACTORS,  INDUSTRIAL 
(See       Tractors,       Industrial 
Storage  Battery) 

S  T  O  R  A.G  E  BATTERY 
TRUCKS,  INDUSTRIAL 

(See    Truck,     Industrial    Stor 
age!  Battery) 

SWITCHES,  INDUSTRIAL 
RAILWAY 

Easton  Car  &  Construction  Co. 
Koppel  Industrial  Car  &  Equip 
ment  Co. 
Lakewood  Engineering  Co. 

TACKLE  BLOCKS 

American    Steel    &    Wire    Co. 
Clyde    Iron    Works 
C.   W.    Hunt  Co. 

Terry    Manufacturing    Co. 

TAPE,  GUMMED,  FOR 
SEALING  FIBRE  AND 
CORRUGATED  CONTAIN 
ERS 

National    Binding  Machine   Co. 

TIPPLES,    COAL 
(See  Coal  Tipples) 

TOTE— BOXES 

C.eo.    P.    Clark    Co. 
Powell   Pressed    Steel    Co. 

TRACK.  INDUSTRIAL 
RAILWAY 

Easton  Car  &  Construction  Co. 
•     C.   W.   Hunt  Co. 

Koppel  Industrial  Car  &  Equip 
ment    Co. 

Lakewood  Engineering  Co. 
Northern    Engineering    Works. 

TRACTORS,    GASOLINE 
Holt  Manufacturing  Co. 
Palmer-Bee  Co. 
The    White    Co. 

TRACTORS,       INDUSTRIAL 
STORAGE  BATTERY 
Automatic    Transportation    Co. 
Maker   R   &   I.   Co. 
Binghamton  Electric  Truck  Co. 
Cowan  Truck  Co. 
Crescent  Truck  Co. 
Elwell-Parker  Electric  Co. 
Lakewood    Engineering   Co. 
Mercury  Manufacturing  Co. 


TRAILERS,    INDUSTRIAL 
Automatic    Transportation    Co. 
Binghamton  Electric  Truck  Co. 
George  P.  Clark  Co. 
Cowan    Truck    Co. 
Crescent  Truck  Co. 
Easton  Car  &  Construction  Co. 
Lakewood    Engineering  Co. 
Mercury  Manufacturing  Co. 

TRAMWAYS 

R.  H.   Beaumont  Co. 

Brown  Hoisting  Machinery  Co. 

Cleveland  Crane  &  Engineering 

Co. 

A.  Leschen  &  Sons  Rope  Co. 
Link-Belt   Co. 
Palmer-Bee  Co. 

TRAVELING  CRANES 
(See  Cranes) 

TROLLEYS 

Chisholm  &  Moore  Mfg.  Co. 
Cleveland  Crane  &  Engineering 

Co. 

Euclid  Crane  &  Hoist  Co. 
Eord  Chain  Block  Co. 
Lakeside   Bridge  &  Steel  Co. 
Maris    Bros. 
Ilerhert    Morris,    Inc. 
1'alnier-l-ee   Co. 

Reading  Chain  &  Block  Corp'n. 
Shepard  Electric  Crane  &  Hoist 

Co. 

Sprague    Electric    Works. 
Wright    Mfg.    Co. 

TRUCKS,  CRANE,  ELEC 
TRIC 

Automatic    Transportation    Co. 
Baker  R   &   I.   Co. 
Elwell-Parker    Electric    Co. 

TRUCKS,  ELEVATING 
PLATFORM,  POWER 
DRIVEN 

Automatic    Transportation    Co. 
linker    R    &    I.    O.. 
Binghamton      Electric      Truck 

Co. 

Cowan    Truck    Co. 
Elwell-Parker    Electric    Co. 
Lakewood   Engineering   Co. 

TRUCKS,    HAND 
George   P.  Clark  Co. 
Lakewood    Engineering    Co. 

TRUCKS,  HAND  LIFT 
George   P.  Clark  Co. 
Cowan  Truck   Co. 

TRUCKS,      INDUSTRIAL, 
DUMP    BODY 
Automatic    Transportation    Co. 
Baker  R  &   I.  C<: 
Cowan    Truck    Co. 
Crescent    Truck    Co. 
Elwell-Parker    Electric    Co. 
Lakewood   Engineering  Co. 

TRUCKS,  MOTOR 

The   White    Co. 

TRUCKS.     STORAGE     BAT 
TERY,    INDUSTRIAL 
Automatic    Transportation    Co. 
Baker  R  &   I.  C,>. 
Binghamton       Electric      Truck 

Co. 

Cowan    Truck    Co. 
Crescent  Truck  Co. 


Elwell-Parkcr    Electric    Co. 
Lakewood    Engineering    Co. 
Mercury    Manufacturing   Co. 

TRUCKS,    TIERING 

Automatic    Transportation    Co. 
Maker    R   &    I.   C.  . 
Elwood-Parker     Electric    Co. 
Lakewi«.d    Engineering   Co. 

TUBES,    PNEUMATIC 
l.amson   Co. 

TURBO  GENERATOR  SETS 
FOR   LIFTING    MAGNETS 
General    Electric    Co. 
Westinghouse     Elec.     &     Mfg. 
Co. 

TURNTABLES,        INDUS 
TRIAL   RAILWAY 

Easton     Car     &     C(  ustruction 

Co. 

C.   W.   Hunt   Co. 
Koppel       Industrial      Car      & 

Equipment   Co. 
Lakew..od    Engineering  Co. 
Link-Belt    Co. 

WAGON    LOADERS 
Austin    Machinery   Corp. 
Barber-G'recne   Co. 
Link-Belt   Co. 
Palmer-Bee  Co. 
Portable    Machinery    Co. 

WALL    CRANES 

(See    Cranes,   Wall) 

WEIGH  LARRIES 
(See   Larries) 

WHEELS,   CAR 

Eastern     Car     &     Construction 

Co. 
Koppet       Industrial       Car       & 

Equipment    Co. 

WINCHES,    ELECTRIC 
Clyde   Iron   Works. 
Dravo   Contracting  Co. 
C.   W.   Hunt   Co. 
Mead-Morrison   Mfg.   Co. 
Herbert  Morris.  Inc. 
Northern    Engineering    Works. 
Palmer-Bee    Co. 
H.  J.  Reedy  Co. 
Shepard      Electric      Crane      4 

Hoist    Co. 

Sprague    Electric    Works. 
Terry    Manufacturing   Co. 

WINCHES,  GASOLINE 
Clyde    Iron    Works. 
Dravo   Contracting   Co. 
Palmer-Bee    Co. 
Terry    Manufacturing   Co. 

WINCHES,  MOTOR  TRUCK 
Mead-Morrison    Mfg.    Co. 

WINCHES,    STEAM 
Clyde   Irrn    Works. 
C.  W.   Hunt  Co. 
Mead-Morrison    Mfg.    Co. 

WIRE     ROPE 

American   Steel  &   Wire  Co. 
A.    Leschen   &   Sons    Rope   Co. 

WIRE    LINE   CARRIERS 
(See    Conveyors,    Wire    Line) 


845 


ALPHABETICAL  INDEX  OF  CATALOGS 


American  Steel  &  Wire  Co 818-821,  inc. 

Austin  Machinery  Corp 838,  839 

Automatic  Transportation  Co 745 

15 

Baker  R  &  L  Co 743 

Barber-Greene  Co ' 837 

Bartlett  &  Snow  Co.,  C.  0 826 

Beaumont  Co.,  R.  H : 832,  833 

Binghamton  Electric  Truck  Co 741 

Blaw-Knox  Co 814,  815 

Brown  Hoisting  Machinery  Co 805 

Brown  Portable  Conveying  Machinery  Co 770 


Car-Dumper  &  Equipment  Co 825 

Chesapeake  Iron  Works 795 

Chisholm-Moore  Manufacturing  Co 778,  779 

Clark  Co.,  George  P 748 

Cleveland  Crane  &  Engineering  Co .  .  .792,  793 

Clyde   Iron  Works 803 

Cowan  Truck  Co 732,  733,  747 

Crescent  Truck  Co .    739 


Lamson  Company 760-763,  inc. 

Leschen  &  Sons  Rope  Co.,  A 822,  823 

Link-Belt  Co 771,  804,  836 


I) 


Dravo  Contracting  Co. . 


801 


E 


Easton  Car  &  Construction  Co 722,  723 

Edison  Storage  Battery  Co 719,  742 

Electric  Storage  Battery  Co 736,  737 

Elwell-Parker  Electric  Co 744 

Euclid  Crane  &  Hoist  Co .781 


M 

McKinney-Harrington   Co 768,  769 

Manning,  Maxwell  &  Moore,  Inc 796,  797 

Maris  Bros.,  Inc 782 

Mead-Morrison  Manufacturing  Co 828,  829 

Mercury  Manufacturing  Co 734,  735 

Merrick  Scale  Co 835 

Morris,  Incorporated,  Herbert 780 


National  Binding  Machine  Co 764 

Northern   Engineering  Works 800 

0 

Ohio  Electric  &  Controller  Co 807 

Olson  &  Co.,  Samuel 766,  767 

Otis  Elevator  Co 750-753  inc.,  827 

Owen  Bucket  Co 810,  811 


Palmer-Bee   Co 772,  773 

Pawling  &  Harnischfeger  Co 794,  806 

Portable  Machinery  Co 840 

Porter  Co.,  H.  K 720 

Powell  Pressed  Steel  Co 746 

R 

Railway  &  Industrial  Engineering  Co 824 

Reading  Chain  &  Block  Corp 776,  777 

Reedy  Co.,  H.  J .    749 


Ford  Chain  Block  Co. 


General  Electric  Co 706-717. 

H 

Haslett  Spiral  Chute  Co 

Hayward  Co _    gQ§ 

Holt  Manufacturing  Co 704 

Howell  Electric  Motors  Co 

Hunt  Co.,  C.  W 830'? 

Hyatt  Roller  Bearing  Co 731 


"'H  Sauerman  Bros 817 

Shepard  Electric  Crane  &  Hoist  Co 788-791  inc. 

Sprague  Electric  "\Yorks 784-787  inc. 

inc.  Standard  Conveyor  Co 765 

Stearns  Conveyor  Co , 834 


759 
809 
705 
755 


K 
Koppel  Industrial  Car  &  Equipment  Co.  .  .721 


Lakeside  Bridge  &  Steel  Co 793 

Lakewood  Engineering  Co 724-730   inc' 

Lalor  Co.,  W.  M..., 


Terry  Manufacturing  Co. 


802 


U 


831      L".  S.  Ball  Bearing  Manufacturing  Co 740 

783 

V 

Vulcan  Iron  Works .   812 


W 


Watson  Elevator  Co 754 

Westinghouse  Electric  &  Mfg.  Co 718,  756-758  inc. 

799  White  Co.,  The 702,  703 

Williams  Co.,  G.  H 816 

738  Wright  Manufacturing  Co 775 

846 


i! iiiiiiiiiiiniinniiiiiiuii i i iiiium , inn 11:1111: i iiiuiiiiuamniii ;iiii.iiiui!iiiiiiiiiiiiiiiii«i iiiini«iiiiiiiiiiiiiiiiiii-ii •iimiiiiiiim 11:1111111 iiiumiiiititn. 


INDEX  TO  THE  CATALOG  SECTION 

In  the  pages  preceding,  the  Catalog  Section  is  indexed  by 
three  methods. 

1.  Alphabetical  Index  of  Catalogs. 

In  this  the  names  of  the  firms  represented  in  the  Catalog 
Section  are  listed  alphabetically,  with  the  page  numbers  on 
which  their  catalogs  appear. 

2.  Directory  of  Products. 

In  this  index  there  is  given,  alphabetically  arranged,  a  list 
of  the  products  of  the  firms  whose  catalogs  appear  in  the  Cat 
alog  Section.  Beneath  each  product  are  given  the  names  of 
the  firms  manufacturing  it. 

Where  it  does  not  conflict  with  usage,  the  article  is  listed 
under  the  main  noun.  For  example,  Electric  Hoists  arc  listed 
under  Hoists.  Electric.  Numerous  cross-references  are  also 
included  to  facilitate  the  use  of  this  directory. 

3.  Trade  Name  Index. 

Here  are  listed,  in  alphabetical  order,  the  distinctive 
Trade  Xames  of  the  various  products  shown  in  the  Catalog 
Section.  After  each  name  is  given  the  manufacturer  of  the 
product. 

Manx-  products  are  better  known  by  their  Trade  Xames 
than  by  the  firm  name  of  the  manufacturer.  The  purpose  of 
this  Trade  Xame  Index  is  to  identify  such  products,  where  the 
manufacturer  is  not  immediately  identified  by  the  Trade 
Xame. 


The  Definition  Section  also  serves  as  a  combined  index 
to  the  Text  and  Catalog  Sections.  Because  of  the  fact  that  it 
gives  simultaneously  references  to  both  application  and  de 
tailed  information  on  specific  equipment,  the  Definition  Sec 
tion  will  usually  be  the  most  convenient  index. 

The  General  Table  of  Contents,  appearing  first  in  the 
book,  will  also  aid  in  finding  quickly  the  desired  information. 


aiiiintminniiiiiwiiiiiiiimmiiiiiiiiiiiiiiiiiiiiiffliiiHiiiiiiiiiiiiiiniimmmiiiiiiimiiiimm 


UNIVERSITY  OF  CALIFORNIA  LIBRARY 
BERKELEY 


Return  to  desk  from  which  borrowed. 
This  book  is  DUE  on  the  last  date  stamped  below. 

ENG 


__ 


JUL  141348, 

MAY  2  2 


JUN     3  1950^ 


8  1S50/ 


AU6 

SENT  ON  ILL 


U.  C.  BERKELEY 


LD  21-100m-9,'47(A5702sl6)476 


DEPARTMENT   OF   CIVIL    tNQINEERING 

'.  CALi; 


UNIVERSITY  OF  CALIFORNIA  LIBRARY 


»K!  SS  • 


ifityj 

BIB 


I! 


m 


i 


I 


